Audio parameter optimization method and device for vehicle cabin and vehicle terminal

Abstract

The invention relates to the technical field of cabin control, and discloses an audio parameter optimization method and device for a vehicle cabin, and a vehicle terminal. According to the application, modeling is carried out on a vehicle cabin to obtain a cabin acoustic model, and the cabin acoustic model is driven to carry out acoustic simulation on the vehicle cabin through cabin audio parameters corresponding to a playing source area, so that target acoustic parameters corresponding to a target area are determined according to an acoustic simulation result; according to the method, the audio parameters of the cockpit are optimized according to the target acoustic parameters, the audio parameters are set by adopting unified parameters compared with different vehicle cockpits, an acoustic model is obtained through modeling so as to simulate different vehicle cockpits, and then the target acoustic parameters obtained through acoustic simulation guide the audio parameters of the cockpit to be optimized. Therefore, the flexibility of audio parameter optimization is improved, the optimization difficulty of the cabin audio parameters is reduced, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of cockpit control, and in particular to an audio parameter optimization method and device for a vehicle cockpit, and a vehicle terminal. Background Art

[0002] In today's rapidly changing automotive technology, the comfort and personalized experience of the vehicle cockpit, as an indispensable private space for drivers and passengers in their daily travel, has become the focus of common concern for automakers and consumers. Among them, the audio playback system is a key element to enhance the cockpit atmosphere and passenger emotions, and its performance and ease of use directly affect the overall user satisfaction.

[0003] However, with the continuous advancement of audio technology, the complexity of audio parameters has also increased, including but not limited to equalizer settings, sound field positioning, surround sound effects, etc. These professional terms and complex adjustment steps pose a considerable challenge to ordinary users. Users often lack acoustic expertise and find it difficult to accurately adjust audio parameters according to their personal preferences to achieve the best auditory enjoyment. In order to solve the above problems, most of the existing vehicle cabin audio systems use preset fixed parameter configurations. This "one-size-fits-all" approach ignores the impact of different vehicle models, cabin sizes and materials on sound propagation characteristics, resulting in uneven audio effects in different cabins, which makes it difficult to meet users' pursuit of personalized and high-quality audio experience.

[0004] Therefore, this inflexible audio parameter setting method limits the full potential of audio equipment, causing many advanced audio technologies and equipment to fail to achieve their due effects in actual applications, becoming an "invisible" resource inside the cockpit, making it difficult to optimize the cockpit audio parameters, which in turn leads to a poor user experience. Summary of the invention

[0005] In order to provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not an extensive review, nor is it intended to identify key / critical components or delineate the scope of protection of these embodiments, but rather serves as a prelude to the detailed description that follows.

[0006] In view of the above-mentioned shortcomings of the prior art, the present application provides a method, device and vehicle terminal for optimizing audio parameters in a vehicle cabin, so as to reduce the difficulty of optimizing the cabin audio parameters.

[0007] The present application provides an audio parameter optimization method for a vehicle cockpit, comprising: obtaining cockpit audio parameters corresponding to a vehicle cockpit, wherein the vehicle cockpit includes a target area and a playback source area, and the playback source area is used to play a first audio signal according to the cockpit audio parameters; obtaining a cockpit acoustic model by modeling the vehicle cockpit; driving the cockpit acoustic model according to the cockpit audio parameters to perform acoustic simulation on the vehicle cockpit, so as to determine target acoustic parameters corresponding to the target area according to the acoustic simulation results; and optimizing the cockpit audio parameters so that the target acoustic parameters meet preset expected parameter thresholds.

[0008] In one embodiment of the present application, the method also includes: collecting a second audio signal output by the target area through the vehicle cabin, and adding the second audio signal to the first audio signal; obtaining audio measurement parameters corresponding to the target area, wherein the audio measurement parameters include one or more of sound output position, sound propagation direction, target sound frequency and target sound intensity; calculating according to the audio measurement parameters to obtain a sound energy model corresponding to the second audio signal, and mapping the sound energy model as a model acoustic parameter to the cabin acoustic model.

[0009] In one embodiment of the present application, the target area is obtained by at least one of the following methods: detecting whether there is a person on the cabin seat in the vehicle cabin by a seat sensor, and if there is a person on the cabin seat, determining the cabin seat as the target area; performing audio collection on the second audio signal by multiple microphone modules arranged at different positions in the vehicle cabin to obtain the audio collection time and audio collection intensity corresponding to each microphone module, and calculating according to the time difference between the audio collection times, the intensity difference between the audio collection intensities, and the microphone position of each microphone module mapped to the vehicle cabin to obtain the target area; determining an alternative area from the vehicle cabin, and, in response to a user selection instruction corresponding to the alternative area, determining the target area from the alternative area according to the user selection instruction.

[0010] In one embodiment of the present application, the cabin acoustic model is driven according to the cabin audio parameters to perform acoustic simulation of the vehicle cabin, including at least one of the following: establishing a boundary element equation according to the model acoustic parameters corresponding to the cabin acoustic model, and solving the boundary element equation to obtain the actual absorption coefficient and / or actual reflection coefficient of the cabin acoustic model on the model surface; constructing a wave equation according to the model acoustic parameters corresponding to the cabin acoustic model, and converting the wave equation into a weak form to obtain a finite element equation, and solving the finite element equation using a preset iterative method to determine the sound propagation path and / or sound intensity distribution according to the sound intensity obtained by the solution.

[0011] In one embodiment of the present application, after the vehicle cabin is modeled to obtain a cabin acoustic model, the method further includes: obtaining model discrete points by discretizing the cabin acoustic model; gridding the cabin acoustic model according to the model discrete points, and controlling the grid density of the first unit to be greater than the grid density of the second unit to obtain a plurality of grid units, wherein the first unit includes grid units corresponding to the target area and grid units corresponding to the playback source area, and the second unit includes grid units other than the first unit.

[0012] In one embodiment of the present application, the model acoustic parameters are obtained by at least one of the following methods: obtaining material distribution parameters corresponding to the vehicle cabin, the material distribution parameters including a plurality of cabin areas and regional materials corresponding to each of the cabin areas, and allocating material acoustic properties corresponding to the regional materials to model acoustic parameters corresponding to each of the grid units according to the cabin areas, wherein the material acoustic properties include material absorption parameters and / or material reflection parameters; calculating according to the door opening and closing angle and / or the window lifting and lowering position to obtain the boundary conditions of the cabin acoustic model at the model boundary, and calculating the cabin acoustic model according to the boundary conditions. The corresponding model acoustic parameters are set, wherein the boundary condition is used to characterize the energy loss coefficient of sound at the boundary of the model; the sound transmission rate corresponding to the vehicle cabin is calculated according to the cabin environment parameters of the vehicle cabin, and the model acoustic parameters corresponding to the cabin acoustic model are set according to the sound transmission rate, wherein the cabin environment parameters include at least one of cabin relative humidity, cabin temperature and cabin air pressure; the model acoustic parameters corresponding to the cabin acoustic model are set according to the unit characteristics corresponding to each of the grid units, wherein the unit characteristics include unit density and / or bulk modulus.

[0013] In one embodiment of the present application, the expected parameter threshold is obtained in the following manner: obtaining a threshold matching table and obtaining a current audio mode corresponding to the vehicle cabin, wherein the threshold matching table stores multiple original audio modes and audio parameter thresholds corresponding to each of the original audio modes; determining the expected parameter threshold from each of the audio parameter thresholds based on a matching result between the current audio mode and each of the original audio modes, wherein the expected parameter threshold includes at least one of a sound intensity threshold, an echo intensity threshold, a reverberation intensity threshold and a sound balance threshold.

[0014] In one embodiment of the present application, after driving the cabin acoustic model according to the cabin audio parameters to perform acoustic simulation on the vehicle cabin, the method further includes: obtaining a lighting control strategy corresponding to a lighting control area, wherein the lighting control area is set in the vehicle cabin, and the lighting control strategy includes lighting control conditions and lighting control instructions; determining regional acoustic parameters corresponding to the lighting control area according to the acoustic simulation parameters; if the regional acoustic parameters meet the lighting control conditions, driving the lighting control area through the lighting control instructions.

[0015] The present application provides an audio parameter optimization system for a vehicle cockpit, comprising: an acquisition module, used to acquire cockpit audio parameters corresponding to a vehicle cockpit, wherein the vehicle cockpit comprises a target area and a playback source area, and the playback source area is used to play a first audio signal according to the cockpit audio parameters; a modeling module, used to obtain a cockpit acoustic model by modeling the vehicle cockpit; a simulation module, used to drive the cockpit acoustic model according to the cockpit audio parameters to perform acoustic simulation on the vehicle cockpit, so as to determine target acoustic parameters corresponding to the target area according to the acoustic simulation results; and an optimization module, used to optimize the cockpit audio parameters so that the target acoustic parameters meet preset expected parameter thresholds.

[0016] The present application provides a vehicle terminal, comprising: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the vehicle terminal executes the above method.

[0017] Beneficial effects of this application:

[0018] The cockpit acoustic model is obtained by modeling the vehicle cockpit, and the cockpit acoustic model is driven by the cockpit audio parameters corresponding to the playback source area to perform acoustic simulation on the vehicle cockpit, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results, and then optimize the cockpit audio parameters according to the target acoustic parameters. In this way, compared with the use of uniform parameters to set audio parameters for different vehicle cockpits, the acoustic model is obtained by modeling to simulate different vehicle cockpits, and then the target acoustic parameters obtained by acoustic simulation are used to guide the optimization of the cockpit audio parameters, thereby improving the flexibility of audio parameter optimization, reducing the difficulty of optimizing the cockpit audio parameters, and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a flow chart of an audio parameter optimization method for a vehicle cockpit in an embodiment of the present application;

[0020] Figure 2 is a flow chart of another method for optimizing audio parameters in a vehicle cabin in an embodiment of the present application;

[0021] Figure 3 is a structural schematic diagram of an audio parameter optimization system for a vehicle cockpit in an embodiment of the present application;

[0022] Figure 4 It is a schematic diagram of the structure of a vehicle terminal in an embodiment of the present invention. DETAILED DESCRIPTION

[0023] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and sub-samples in the embodiments can be combined with each other without conflict.

[0024] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0025] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0026] The terms "first", "second", etc. in the specification and claims of the embodiments of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged where appropriate, so that the embodiments of the embodiments of the present disclosure described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0027] Unless otherwise stated, the term "plurality" means two or more.

[0028] In the embodiment of the present disclosure, the character " / " indicates that the preceding and following objects are in an "or" relationship. For example, A / B indicates: A or B.

[0029] The term "and / or" is a description of the association relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or, A and B.

[0030] Combination Figure 1 As shown, the embodiment of the present disclosure provides an audio parameter optimization method for a vehicle cabin, comprising:

[0031] Step S101, obtaining cockpit audio parameters corresponding to the vehicle cockpit;

[0032] Among them, the vehicle cockpit includes a target area and a playback source area;

[0033] The playback source area is used to play the first audio signal according to the cockpit audio parameter;

[0034] Step S102, obtaining a cockpit acoustic model by modeling the vehicle cockpit;

[0035] Step S103, driving the cabin acoustic model according to the cabin audio parameters to perform acoustic simulation on the vehicle cabin, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results;

[0036] Step S104: optimizing the cockpit audio parameters so that the target acoustic parameters meet the preset expected parameter thresholds.

[0037] The audio parameter optimization method for a vehicle cockpit provided by the embodiment of the present disclosure is adopted. The cockpit acoustic model is obtained by modeling the vehicle cockpit, and the cockpit acoustic model is driven by the cockpit audio parameters corresponding to the playback source area to perform acoustic simulation on the vehicle cockpit, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results, and thus optimize the cockpit audio parameters according to the target acoustic parameters. In this way, compared with using uniform parameters to set audio parameters for different vehicle cockpits, an acoustic model is obtained by modeling to simulate different vehicle cockpits, and then the target acoustic parameters obtained by the acoustic simulation are used to guide the optimization of the cockpit audio parameters, thereby improving the flexibility of audio parameter optimization, reducing the difficulty of optimizing the cockpit audio parameters, and improving the user experience.

[0038] In some embodiments, the user can control the vehicle cabin to enter a KTV environment and select an environmental mode of the KTV environment, such as a concert mode, a recording studio mode, etc., through a display screen in the vehicle cabin, a user terminal APP, etc.

[0039] In some embodiments, in concert mode, the lights in the vehicle cabin will simulate the flashing and color changing effects of stage lights, and at the same time, the sound effects in the first audio signal will increase the cheers and applause of the audience.

[0040] In some embodiments, in the studio mode, the lighting in the vehicle cabin will present a softer spotlight effect, and at the same time, the first audio signal is processed for vocal restoration and low noise.

[0041] In some embodiments, the vehicle cabin enters a KTV environment, the area where the user is located is determined as the target area, the user's voice is collected using a microphone module in the car, and analyzed through an audio processing algorithm, and a reverberation sound effect is generated based on the analysis results.

[0042] In some embodiments, microphone modules or audio sensors are provided at different positions in the vehicle cabin to capture the voice of the user in the cabin in all directions, wherein the microphone modules are provided in areas such as the cabin ceiling, center console, and doors.

[0043] Optionally, the present application also includes: collecting a second audio signal output by the target area through a vehicle cabin, and adding the second audio signal to the first audio signal; obtaining audio measurement parameters corresponding to the target area, wherein the audio measurement parameters include one or more of sound output position, sound propagation direction, target sound frequency and target sound intensity; calculating according to the audio measurement parameters to obtain a sound energy model corresponding to the second audio signal, and mapping the sound energy model as a model acoustic parameter to the cabin acoustic model.

[0044] In some embodiments, the sound energy model is determined according to the sound output position in the following manner: by actually measuring the target area and obtaining the sound output position corresponding to the target area, for example, the center position of the driver's seat, the passenger seat position, or the middle position of the back row; the detected coordinates of the sound emission are directly set as the model center of the sound energy model.

[0045] In some embodiments, the sound energy model is determined according to the sound propagation direction in the following manner: if the sound propagation direction is forward, the sound energy model adopts a cone model; the cone axis direction of the cone model is set to be the same as the sound propagation direction, and the cone angle of the cone model is set to 60°; on the cone axis, the sound intensity gradually decreases with increasing distance from the sound output position, and at the same time, as the angle deviates from the cone axis, the sound intensity gradually decreases with increasing angle; the sound energy model is established according to the distance corresponding to the sound output position and the deviation angle corresponding to the cone axis.

[0046] In some embodiments, the sound energy model is determined according to the sound propagation direction in the following manner: if the sound propagation direction is omnidirectional, the sound energy model adopts a spherical model with the sound output position as the center of the sphere, and the sound intensity gradually decreases with increasing distance from the sound output position; the sound energy model is established according to the distance corresponding to the sound output position.

[0047] In some embodiments, the sound energy model is determined according to the target sound frequency in the following manner: determined according to the human vocal characteristics and the common music frequency range, wherein the general human speech frequency range is between 80Hz-8000Hz, and the music frequency range is wider, ranging from 20Hz to 20000Hz, and the frequency range parameter is set to [20Hz, 20000Hz] in the sound energy model; since high-frequency sound decays faster in the air, an exponential attenuation model is used to calculate the sound intensity based on the frequency difference between the sound frequency and the reference frequency, wherein the frequency difference is negatively correlated with the sound intensity.

[0048] In some embodiments, the sound energy model is determined according to the sound intensity in the following manner: in the sound energy model, the sound energy model is identified according to different sound intensity intervals.

[0049] Optionally, the target area is obtained in the following manner: a seat sensor is used to detect whether there is a person on a cabin seat in the vehicle cabin, and if there is a person on the cabin seat, the cabin seat is determined as the target area.

[0050] In some embodiments, pressure sensors or weight sensors are placed on seats in the cabin as seat sensors. When it is detected that someone is sitting on these specific seats and makes a sound, the area is identified as a target area.

[0051] Optionally, the target area is obtained in the following manner: audio is collected on the second audio signal by multiple microphone modules arranged at different positions in the vehicle cabin to obtain the audio collection time and audio collection intensity corresponding to each microphone module, and the target area is obtained by calculation based on the time difference between the audio collection times, the intensity difference between the audio collection intensities, and the microphone position of each microphone module mapped to the vehicle cabin.

[0052] In some embodiments, multiple microphone arrays are arranged in the vehicle and the time difference and intensity difference of sound reaching different microphones are used to determine the direction and approximate location of the sound source, thereby identifying the target area.

[0053] Optionally, the target area is acquired in the following manner: a candidate area is determined from the vehicle cabin, and, in response to a user selection instruction corresponding to the candidate area, the target area is determined from the candidate area according to the user selection instruction.

[0054] In some embodiments, operation options are provided on the in-vehicle display screen, and after the vehicle cabin enters the KTV scene, the user manually selects a seat position as the target area.

[0055] In some embodiments, the size, shape, and interior material distribution of the cabin are measured, and a cabin acoustic model is constructed through operations such as geometric modeling, meshing, material property configuration, target area setting, and boundary condition setting in sequence to simulate the propagation, reflection, and absorption of sound. Geometric modeling builds an accurate stage space for sound propagation, giving sound a specific place to propagate. Meshing divides the interior space of the car into small units to facilitate acoustic calculations. Reasonable grid size and density improve the calculation speed while ensuring calculation accuracy. These operations are interrelated and work together to achieve accurate in-car acoustic simulation, thereby laying the foundation for providing high-quality sound effects for the in-car karaoke environment. Material properties Configuration: According to the absorption and reflection characteristics of different materials to sound, the measured material properties are assigned to the corresponding geometric surfaces to more realistically simulate the sound propagation effect in the car. For example, the sound absorption coefficient of seat fabrics is higher, and the sound reflection coefficient of metal surfaces is higher. The target area setting determines the source location, sound direction, frequency range and intensity of the sound, etc., to simulate the propagation path and effect of sound in the car in a targeted manner. The boundary condition setting clarifies the behavior of sound when encountering boundaries such as windows, doors and air inside the car, such as more sound reflection when the windows are closed and sound propagation outward when they are opened, and the air temperature and humidity inside the car affect the sound propagation speed, etc., to provide a basis for simulating the changes of sound in the actual environment.

[0056] In some embodiments, the vehicle cabin is modeled to obtain a cabin acoustic model, including: using a laser rangefinder to accurately measure the length, width, height and dimensions of each key part of the vehicle, and then inputting these data into the CAD software. When creating a three-dimensional geometric model, it is necessary not only to accurately restore the shapes of obvious parts such as seats and center consoles, but also to pay attention to some details, such as the shape and position of storage compartments, the curvature of armrests, etc. For some complex curved surfaces, such as the curved surface of the instrument panel, the coordinates of different positions can be measured multiple times, and then the surface fitting can be performed in the CAD software to ensure the accuracy of the model; for the contour of the door, factors that may affect the sound propagation, such as the door opening and closing mechanism and sealing strips, should be considered. When modeling, these components can be modeled separately and combined with the door body so that their role can be accurately considered in subsequent acoustic simulations; the shape modeling of the seat should take into account the characteristics of different types of seats, such as the wrapping of sports seats and the flatness of ordinary seats. At the same time, attention should be paid to the seat adjustment mechanism, such as seat height adjustment, backrest angle adjustment, etc. These mechanisms may change the shape and position of the seat, thereby affecting the sound propagation.

[0057] Optionally, after modeling the vehicle cabin and obtaining the cabin acoustic model, the present application also includes: discretizing the cabin acoustic model to obtain model discrete points; gridding the cabin acoustic model according to the model discrete points, and controlling the grid density of the first unit to be greater than the grid density of the second unit, to obtain multiple grid units, the first unit includes grid units corresponding to the target area and grid units corresponding to the playback source area, and the second unit includes grid units other than the first unit.

[0058] In some embodiments, the surface of the in-vehicle geometric model is discretized into a series of points; these points are connected into a triangular mesh using the Delaunay triangulation algorithm; and the target area, playback source area, and other areas that have a greater impact on sound propagation are locally encrypted. The quality and density of the mesh are controlled by adjusting the algorithm parameters, such as the minimum angle, maximum side length, etc., to meet different calculation accuracy and efficiency requirements and further improve the calculation accuracy.

[0059] Optionally, the model acoustic parameters are obtained in the following manner: material distribution parameters corresponding to the vehicle cabin are obtained, the material distribution parameters include multiple cabin areas and regional materials corresponding to each cabin area, and material acoustic properties corresponding to the regional materials are allocated to model acoustic parameters corresponding to each grid unit according to the cabin area, wherein the material acoustic properties include material absorption parameters and / or material reflection parameters.

[0060] In some embodiments, the material acoustic properties corresponding to the regional material are assigned to the model acoustic parameters corresponding to each grid unit according to the cabin area, including: assigning the measured acoustic properties of the interior material to the corresponding geometric surface. For the sound absorption coefficient of the seat fabric, the geometric elements of the seat surface can be selected in the CAD software, and then the measured sound absorption coefficient can be assigned to these elements as the material property; for the reflection coefficient of the ceiling material, the geometric surface of the ceiling can also be selected in the CAD software, and then the reflection coefficient can be assigned to these surfaces. When assigning the reflection coefficient, it is necessary to consider that different parts of the ceiling may have different reflection characteristics, such as the area around the skylight may have different reflection coefficients due to the presence of glass. The ceiling can be partitioned and assigned different reflection coefficients respectively; the acoustic properties of interior materials such as carpets can also be assigned in a similar way. In addition, for some special interior parts, such as the speaker cover of the audio system, the interior decorative strips, etc., their acoustic properties also need to be considered and assigned to the corresponding geometric surfaces.

[0061] Optionally, the model acoustic parameters are obtained in the following manner: calculations are performed based on the door opening and closing angles and / or window lifting and lowering positions to obtain boundary conditions of the cabin acoustic model at the model boundaries, and the model acoustic parameters corresponding to the cabin acoustic model are set based on the boundary conditions, wherein the boundary conditions are used to characterize the energy loss coefficient of sound at the model boundaries.

[0062] In some embodiments, calculations are performed based on the door opening and closing angles and / or window lifting and lowering positions to obtain boundary conditions of the cabin acoustic model at the model boundaries, including: if the doors or windows are in a completely closed state, the windows and doors are regarded as rigid boundaries, and the reflection coefficients of sound on these surfaces are set to a higher value. According to the law of acoustic reflection, when the sound reaches these surfaces, the reflection angle is equal to the incident angle, and the ratio of the reflection intensity to the incident intensity is determined by the reflection coefficient; if the doors or windows are in an open state, the contact area between the cabin and the external environment is determined based on the door opening and closing angles and / or window lifting and lowering positions, and the acoustic parameters of the contact area are set according to the preset energy loss coefficient.

[0063] Optionally, the model acoustic parameters are obtained in the following manner: a sound transmission rate corresponding to the vehicle cabin is obtained by calculating according to the cabin environment parameters of the vehicle cabin, and the model acoustic parameters corresponding to the cabin acoustic model are set according to the sound transmission rate, wherein the cabin environment parameters include at least one of cabin relative humidity, cabin temperature and cabin air pressure.

[0064] In some embodiments, the calculation formula between cabin temperature and sound transmission rate is as follows:

[0065] v=331.4+α1×T Formula (1)

[0066] In formula (1), v is the sound transmission rate, T is the cabin temperature, and α1 is the relationship coefficient between the sound transmission rate and the cabin temperature, where the relationship coefficient between the sound transmission rate and the cabin temperature is usually 0.6.

[0067] In some embodiments, the relationship coefficient between the sound transmission rate and the cabin relative humidity is matched according to the cabin relative humidity, wherein the cabin relative humidity is negatively correlated to the relationship coefficient between the sound transmission rate and the cabin relative humidity, that is, an increase in humidity will slightly reduce the sound propagation speed; for example, if the cabin relative humidity is 50%, the relationship coefficient between the sound transmission rate and the cabin relative humidity is 0.995, and the sound transmission rate is calculated as 340×0.995=338.3m / s (meters / second).

[0068] In some embodiments, the calculation formula between cabin pressure and sound transmission rate is as follows:

[0069]

[0070] In formula (2), P0 is the reference air pressure, v0 is the reference transmission rate corresponding to the reference air pressure P0, and P is the cabin air pressure.

[0071] Optionally, the model acoustic parameters are obtained in the following manner: the model acoustic parameters corresponding to the cabin acoustic model are set according to unit characteristics corresponding to each grid unit, wherein the unit characteristics include unit density and / or bulk modulus.

[0072] Optionally, the cabin acoustic model is driven according to the cabin audio parameters to perform acoustic simulation of the vehicle cabin, including: constructing a wave equation according to the model acoustic parameters corresponding to the cabin acoustic model, and converting the wave equation into a weak form to obtain a finite element equation, and solving the finite element equation using a preset iterative method to determine the sound propagation path and / or sound intensity distribution according to the solved sound intensity.

[0073] In some embodiments, the wave equation is expressed as:

[0074]

[0075] In formula (3), p = p(x′, t) is the sound intensity of the position variable x at time node t, x′ is the position variable, and t is the time node. is the Laplace operator relative to the position variable x′, and v is the sound transmission rate.

[0076] In some embodiments, the finite element equation is expressed as:

[0077]

[0078] In formula (4), φ is the test function and Ω is the integration domain.

[0079] In some embodiments, the finite element equations are solved by the conjugate gradient method, and iterative convergence conditions are set. For example, the iteration is stopped when the sound pressure difference between two adjacent iterations is less than a threshold. The sound intensity corresponding to each time node is obtained by solving the problem, and the propagation path and intensity distribution of the sound in the vehicle cabin are calculated based on the change in sound intensity.

[0080] Optionally, the cabin acoustic model is driven according to the cabin audio parameters to perform acoustic simulation of the vehicle cabin, including: establishing a boundary element equation according to model acoustic parameters corresponding to the cabin acoustic model, and solving the boundary element equation to obtain the actual absorption coefficient and / or actual reflection coefficient of the cabin acoustic model on the model surface.

[0081] In some embodiments, the sum of the actual absorption coefficient and the actual reflection coefficient is equal to one.

[0082] In some embodiments, the boundary element equation is established using the integral equation of the Green's function, where the boundary element equation is expressed as:

[0083]

[0084] In formula (5), G(x, y) is the Green's function of the two-dimensional acoustic problem. The Green's function depends on the positions of the field point x and the source point y and the acoustic properties of the medium. x is a field point located in the solution domain or on the boundary, Γ is the boundary, y is the source point located on the boundary Γ, p(y) is the sound intensity at the source point y, and p(x) is the sound intensity at the field point x. is the normal sound pressure gradient of the sound intensity at the source point y along the normal vector n(y).

[0085] In some embodiments, the total reflection coefficient and the total absorption coefficient of the sound on the vehicle cabin surface are obtained by integrating the sound intensity and the normal velocity of the model surface.

[0086] Optionally, the expected parameter threshold is obtained in the following manner: obtaining a threshold matching table and obtaining a current audio mode corresponding to the vehicle cabin, wherein the threshold matching table stores multiple original audio modes and audio parameter thresholds corresponding to each original audio mode; determining the expected parameter threshold from each audio parameter threshold based on the matching result between the current audio mode and each original audio mode, wherein the expected parameter threshold includes at least one of a sound intensity threshold, an echo intensity threshold, a reverberation intensity threshold and a sound balance threshold.

[0087] In some embodiments, in concert mode, the system will enhance the low and high frequencies to make the human voice sound more powerful and penetrating, and will also add some slight distortion effects to simulate the characteristics of a large sound system. In studio mode, the mid-frequency part will be highlighted to make the human voice clearer and warmer, and reduce background noise. For the echo effect, the system will set different delay times and feedback amounts according to the mode; perform frequency decomposition on the sound collected in the car, focus on the energy distribution of the mid- and low-frequency bands (such as 80Hz-500Hz), detect the amplitude, assume that the average amplitude is around 70 decibels, and analyze the phase, for example, the phase difference in the mid- and low-frequency bands is around 100 degrees; based on the in-car acoustic model, considering that the interior space is generally about 5 meters long, 2 meters wide, and 1.5 meters high, the sound collected in the car will be analyzed. The sound reflection path is simulated based on the sound absorption characteristics of the interior materials. Each reflection is delayed by about 80 milliseconds and the intensity is attenuated by 30%. The reverberation time is estimated to be about 1.8 seconds in the low and medium frequency bands and about 0.8 seconds in the high frequency bands (such as above 6kHz). The early reflected sound is determined. For example, 4 early reflections are set with intensities of 50%, 30%, 15%, and 5% respectively, and delays of 30 milliseconds, 60 milliseconds, 90 milliseconds, and 120 milliseconds respectively. During the convolution operation, the reverberation intensity is added at a ratio of 60% to create a sense of space similar to that of a concert. When the sound amplitude suddenly increases by 8 decibels, the reverberation is enhanced by 15%. At the same time, equalization is performed to increase the low and medium frequency bands by 6dB to enhance the sense of power of the sound. The cheers and applause of the audience are mixed into the sound with a volume of about 25% of the original sound.

[0088] In some embodiments, in concert mode, the reverberation effect includes simulating the room size to be twice the size of the car interior, the reverberation time is approximately 2 seconds, and the early reflection sound ratio is 12%; the echo effect includes a delay time of approximately 180 milliseconds and a feedback amount of approximately 35%; the equalization effect includes a low-frequency gain of approximately +5dB (for example, in the 50Hz-100Hz frequency band), a high-frequency gain of approximately +3dB (for example, in the 6kHz-10kHz frequency band), and a mid-frequency gain of approximately +1.5dB in the 1kHz-3kHz frequency band; the distortion effect includes a distortion degree of approximately 3% to enhance the impact of the sound.

[0089] In some embodiments, in studio mode, the delay time of the echo is longer and the feedback volume is larger to create a sense of wide space; in studio mode, the delay time of the echo is shorter and the feedback volume is smaller to keep the sound clean and direct. For example, in concert mode, a larger room reverberation may be used to simulate the acoustic characteristics of a large venue; in studio mode, a plate reverberation or a small room reverberation may be used to highlight the details and texture of the human voice; the sound in the car is frequency decomposed, with special attention paid to the details of the mid- and high-frequency bands (such as 1.5kHz-6kHz), the amplitude is detected, assuming that the average amplitude is around 60 decibels, and the phase is accurately analyzed. The phase difference in the mid- and high-frequency bands may be About 80 degrees; according to the acoustic settings of the in-car recording studio mode, each reflection delay is about 25 milliseconds, the intensity decays by 15%, the reverberation time in the mid-frequency band is about 0.5 seconds, and the high-frequency band is about 0.3 seconds. The early reflected sound is set 3 times, with intensities of 40%, 20%, and 10% respectively, and delays of 15 milliseconds, 30 milliseconds, and 45 milliseconds respectively; during convolution operation, the reverberation intensity is added at a ratio of 20% to highlight the clarity of the human voice. When the sound changes dynamically, the amplitude increases by 4 decibels, and the reverberation is only enhanced by 8%. Equalization processing is performed to greatly improve the mid-frequency band (such as 2.5kHz-4kHz) by 8dB, highlighting the clarity of the human voice, and focusing on reducing the background noise by about 15dB to ensure that the human voice is clean and pure.

[0090] In some embodiments, in the studio mode, the reverberation effect includes using a plate reverberation with a reverberation time of about 0.8 seconds and an early reflection sound ratio of 8%. Alternatively, a small room reverberation is used, and the room size simulates a smaller space in the car, which is about 2 cubic meters; the echo effect includes a delay time of about 40 milliseconds and a feedback amount of about 10%; the equalization effect includes a mid-frequency gain of about +6dB in the 800Hz-1.5kHz frequency band, a low-frequency gain of about -1dB in the frequency band below 50Hz, and a high-frequency gain of about -2dB in the frequency band above 8kHz; the noise reduction processing includes reducing the background noise in the car by about 10dB.

[0091] In some embodiments, the cabin audio parameters are optimized in the following ways: the acoustic model, by comprehensively utilizing the precisely measured size and shape information in the vehicle, as well as the detailed acoustic property data of the interior materials, and relying on advanced algorithm technology, can highly simulate and restore the complex environment of sound propagation in the vehicle; specifically, when a singer sings in the car, his or her voice will undergo complex reflection and absorption phenomena on the surfaces of various materials such as seats, ceilings, carpets, etc.; the acoustic model can accurately calculate key acoustic parameters such as the reflection coefficient and sound absorption coefficient of these sounds on the surfaces of different materials; based on these precise data, the system can further adjust the audio parameters, aiming to allow the singer to experience sound effects that are extremely similar to the real environment, thereby optimizing the singing or entertainment experience in the car.

[0092] In some embodiments, the cabin audio parameters are optimized in the following ways: Reverberation, as the persistent effect of sound after multiple reflections in a closed space, its characteristics are crucial to the creation of a sound environment; by using an acoustic model, it is possible to simulate in detail the propagation and reflection paths of sound in the interior of the vehicle, and then accurately determine the reverberation time and intensity at different locations in the vehicle; if the reverberation time is too long, the sound will appear mixed and unclear. At this time, the reverberation intensity can be reduced or its attenuation rate can be adjusted to make the sound dissipate more quickly, thereby improving the clarity of the sound; on the contrary, if the reverberation time is too short, the sound may appear monotonous and lack a sense of hierarchy; in this case, the reverberation intensity can be appropriately increased or its delay time can be adjusted to enrich the texture of the sound, enhance its fullness and sense of space, and bring a fuller and three-dimensional auditory experience to the audience.

[0093] In some embodiments, the cabin audio parameters are optimized in the following ways: if the singer is located in the middle of the back row, the acoustic model can accurately analyze and determine the unique sound propagation characteristics of this position; in the process of sound diffusing from this position to the surroundings, assuming that the low-frequency part is relatively weak, the equalizer function of the vehicle audio system can be used to adjust the gain of the low-frequency band to enhance the expressiveness of the low-frequency sound and make the sound more balanced and full; if the singer's main vocal direction is facing forward, the acoustic model can also calculate in detail the specific reflection path and intensity distribution of the sound in this direction; based on these data, the audio parameters in the front can be fine-tuned to ensure that both the directly transmitted sound and the reflected sound can reach a moderate and balanced volume level within the perception range of each listener, thereby enhancing the overall auditory experience.

[0094] In some embodiments, the cabin audio parameters are optimized in the following ways: based on the key parameters such as the sound propagation path and the number of reflections calculated in detail by the acoustic model, the frequency response characteristics of various locations in the vehicle can be deeply analyzed; for example, in certain specific areas, due to the combined effect of the sound absorption performance of the interior materials and the geometric shape of the cabin, there may be an excess of low-frequency sound; assuming that the acoustic model analysis results show that the low-frequency sound intensity in this area is 3 decibels higher than that in other areas, then in order to optimize the overall auditory balance, the gain of the low-frequency band can be targeted by adjusting the equalizer settings of the vehicle audio system, so that the frequency response of the area tends to be more harmonious and balanced; on the contrary, if there is a problem of insufficient high-frequency sound in a certain area, it can be improved by increasing the gain of the high-frequency band to ensure that the sound in every corner of the car can present an ideal frequency distribution.

[0095] In some embodiments, the cabin audio parameters are optimized in the following manner: Assume that the acoustic model tells us that the time it takes for the sound to propagate from the singer's position to a specific surface and then reflect back is T1 milliseconds; this key data provides a scientific basis for adjusting the echo parameters of the vehicle audio system; if the echo time T1 is too long, the echo will be too obvious, which in turn affects the clarity and recognizability of the sound. In this case, measures can be taken to reduce the echo intensity or shorten the delay time of the echo to weaken the interference of the echo on the original sound and improve the overall clarity of the sound. On the contrary, if the echo is too small, the sound may appear monotonous and lack a sense of space. At this time, the intensity of the echo can be appropriately increased or its delay time can be extended to simulate a wider acoustic environment, enhance the spatial hierarchy and three-dimensional sense of the sound, and bring a richer auditory experience to the audience.

[0096] In some embodiments, the cabin audio parameters are optimized in the following ways: based on key parameters such as reverberation time and intensity accurately calculated based on the acoustic model, the reverberation parameters of the vehicle audio system can be adjusted in a more detailed and scientific manner; specifically, if the reverberation time in a certain area exceeds the ideal range, causing the sound to appear unclear, then according to the guidance of the acoustic model, measures can be taken to reduce the reverberation intensity, or the attenuation time of the reverberation can be adjusted to make the sound dissipate faster, thereby improving the clarity and recognition of the sound; on the contrary, if the reverberation time is too short, the sound may appear monotonous and lack of layers. At this time, the intensity of the reverberation can be appropriately increased, or the delay time of the reverberation can be adjusted to enrich the texture of the sound and increase its fullness and spatial layering; through such precise adjustments, it can be ensured that the vehicle audio system can present the best sound performance in different scenarios, bringing more pleasant and immersive auditory enjoyment to the driver and passengers.

[0097] In some embodiments, the cabin audio parameters are optimized in the following ways: the acoustic model plays a key role in accurately evaluating the sound intensity distribution at different locations in the car; assuming that through the calculation of the acoustic model, it is known that the sound intensity in the front row is 5 decibels higher than that in the back row, in order to ensure that every singer or passenger can enjoy a clear and balanced listening experience, the volume balance function of the vehicle audio system is adjusted accordingly; if the sound intensity in a certain area is weak, the volume of that area can be appropriately increased to enhance its sound expressiveness; on the contrary, if the sound in a certain area is too strong, its volume can be reduced to achieve a balanced distribution of sound intensity in the car; such adjustments can not only optimize the distribution of sound, but also effectively avoid auditory discomfort caused by uneven sound intensity, creating a more comfortable and harmonious listening environment for people in the car.

[0098] Optionally, after performing acoustic simulation on the first audio signal and the second audio signal using a cockpit acoustic model, the present application also includes: obtaining a lighting control strategy corresponding to a lighting control area, wherein the lighting control area is set in a vehicle cockpit, and the lighting control strategy includes lighting control conditions and lighting control instructions; determining regional acoustic parameters corresponding to the lighting control area according to the acoustic simulation parameters; if the regional acoustic parameters meet the lighting control conditions, driving the lighting control area through the lighting control instructions.

[0099] In some embodiments, in concert mode, the ambient light in the lighting control area will change color quickly; in studio mode, the light will be concentrated in the target area.

[0100] In some embodiments, the lighting control module is associated with various lights in the car, including but not limited to ambient lights, reading lights, instrument panel lights, etc., and controls the lights by sending corresponding electrical signals to each lighting component through the vehicle's electronic control unit (ECU); for example, when the user selects the concert mode, the system sends instructions to the ambient light to make it flash quickly and change to bright colors, such as red, blue, green, etc. flashing alternately to create the effect of stage lights. At the same time, the reading light will be dimmed or turned off to highlight the effect of the ambient light; the instrument panel light may also have slight brightness changes with the rhythm of the music; for example, in the studio mode, the ambient light will be adjusted to a soft white or light yellow to focus on illuminating a specific area in the car, such as the position of the singer, and the reading light will maintain a moderate brightness to provide sufficient lighting without being too glaring. Adjustment of parameters such as light brightness, color, and flashing frequency.

[0101] In some embodiments, the environmental parameters in the car, such as light intensity, sound volume, etc., are detected to automatically adjust the lighting and sound effects to achieve the best simulation effect. For example, when the light in the car is brighter, the lighting effect will be enhanced accordingly; when the sound volume is too loud, the system will automatically reduce the volume to protect hearing.

[0102] In some embodiments, light intensity is divided into weak light (0-500 lux), medium light (501-1500 lux), and strong light (1501 lux and above); when the light intensity is in the weak light range, the light brightness increases by 50%; when it is in medium light, the light brightness increases by 20%; when it is in strong light, the light brightness increases by 10%.

[0103] In some embodiments, the volume is divided into low volume (0-60 decibels), medium volume (61-85 decibels), and high volume (86 decibels and above); when the sound volume is in the low volume range, the sound gain increases by 30%; when it is in the medium volume, it remains unchanged; when it is in the high volume, the sound gain decreases by 20%.

[0104] In some embodiments, during the vehicle production process, the system is integrated into the vehicle's electronic control unit and connected to hardware devices such as lighting, audio, and audio acquisition equipment in the vehicle; after starting the vehicle, the user can connect to the vehicle through the on-board touch screen or mobile phone via Bluetooth, enter the operating interface of the KTV environment simulation system, and select their favorite mode; the system adjusts the lighting and sound effects in real time based on the user's selection and the real-time environmental parameters in the car, creating a KTV environment for the user.

[0105] In some embodiments, the sound propagation path and reflection times and other parameters calculated in depth based on the acoustic model can not only optimize the sound performance, but also realize intelligent linkage with the lighting control module inside the vehicle to create a more delicate and immersive in-car atmosphere. For example, when the sound propagates freely in the interior space of the car, the acoustic model can accurately identify and mark those areas with prominent sound reflection times, and use lighting control technology to enhance the lighting brightness in the area. Going further, you can also try to change the color of the light, such as quietly transitioning from warm tones to cool cool tones, and enhance the visual effect of sound reflection through color conversion.

[0106] Combination Figure 2 As shown, the embodiment of the present disclosure provides an audio parameter optimization method for a vehicle cabin, comprising:

[0107] Step S201, the user controls the vehicle cabin to enter the KTV environment, and jumps to step S202 and step S204;

[0108] Step S202, obtaining the current audio mode;

[0109] Step S203, determining an expected parameter threshold from each audio parameter threshold according to the matching result between the current audio mode and each original audio mode, and jumping to step S207;

[0110] Step S204, obtaining cockpit audio parameters corresponding to the vehicle cockpit, and obtaining the vehicle cockpit including the target area and the playback source area;

[0111] Step S205, modeling the vehicle cabin according to the target area and the playback source area to obtain a cabin acoustic model;

[0112] Step S206, driving the cabin acoustic model according to the cabin audio parameters to perform acoustic simulation on the vehicle cabin, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results, and then skipping to step S207;

[0113] Step S207: optimizing the cockpit audio parameters so that the target acoustic parameters meet the expected parameter thresholds.

[0114] The audio parameter optimization method for a vehicle cockpit provided by the embodiment of the present disclosure is adopted. The cockpit acoustic model is obtained by modeling the vehicle cockpit, and the cockpit acoustic model is driven by the cockpit audio parameters corresponding to the playback source area to perform acoustic simulation on the vehicle cockpit, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results, and thus optimize the cockpit audio parameters according to the target acoustic parameters. In this way, compared with using uniform parameters to set audio parameters for different vehicle cockpits, an acoustic model is obtained by modeling to simulate different vehicle cockpits, and then the target acoustic parameters obtained by the acoustic simulation are used to guide the optimization of the cockpit audio parameters, thereby improving the flexibility of audio parameter optimization, reducing the difficulty of optimizing the cockpit audio parameters, and improving the user experience.

[0115] Combination Figure 3 As shown, the embodiment of the present disclosure provides an audio parameter optimization system for a vehicle cabin, including an acquisition module 301, a modeling module 302, a simulation module 303 and an optimization module 304.

[0116] The acquisition module 301 is used to acquire cockpit audio parameters corresponding to the vehicle cockpit, wherein the vehicle cockpit includes a target area and a playback source area, and the playback source area is used to play the first audio signal according to the cockpit audio parameters.

[0117] The modeling module 302 is used to obtain a cockpit acoustic model by modeling the vehicle cockpit.

[0118] The simulation module 303 is used to drive the cabin acoustic model according to the cabin audio parameters to perform acoustic simulation on the vehicle cabin, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results.

[0119] The optimization module 304 is used to optimize the cabin audio parameters so that the target acoustic parameters meet the preset expected parameter thresholds.

[0120] The audio parameter optimization system for a vehicle cockpit provided by the embodiment of the present disclosure is adopted. The cockpit acoustic model is obtained by modeling the vehicle cockpit, and the cockpit acoustic model is driven by the cockpit audio parameters corresponding to the playback source area to perform acoustic simulation on the vehicle cockpit, so as to determine the target acoustic parameters corresponding to the target area according to the acoustic simulation results, and thus optimize the cockpit audio parameters according to the target acoustic parameters. In this way, compared with the use of uniform parameters to set audio parameters for different vehicle cockpits, an acoustic model is obtained by modeling to simulate different vehicle cockpits, and then the target acoustic parameters obtained by the acoustic simulation are used to guide the optimization of the cockpit audio parameters, thereby improving the flexibility of audio parameter optimization, reducing the difficulty of optimizing the cockpit audio parameters, and improving the user experience.

[0121] The embodiment of the present disclosure also provides a vehicle terminal, including: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the vehicle terminal executes the above method.

[0122] Figure 4 The structure diagram of the computer system of the vehicle terminal suitable for implementing the embodiment of the present application is shown. It should be noted that: Figure 4 The computer system 400 of the vehicle terminal shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0123] like Figure 4 As shown, the computer system 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 402 or the program loaded from the storage part 408 to the random access memory (RAM) 403, such as executing the method in the above embodiment. In the RAM 403, various programs and data required for system operation are also stored. The CPU 401, ROM 402 and RAM 403 are connected to each other through a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0124] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed so that a computer program read therefrom is installed into the storage section 408 as needed.

[0125] The vehicle terminal disclosed in this embodiment includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the vehicle terminal executes each step of the above method.

[0126] The above description and the accompanying drawings fully illustrate the embodiments of the present disclosure so that those skilled in the art can practice them. Other embodiments may include structural, logical, electrical, process and other changes. The embodiments represent possible changes only. Unless explicitly required, separate components and functions are optional, and the order of operation can be changed. Parts and sub-samples of some embodiments may be included in or replace parts and sub-samples of other embodiments. Moreover, the words used in this application are only used to describe the embodiments and are not used to limit the claims. As used in the description of the embodiments and the claims, unless the context clearly indicates, the singular forms of "a", "an" and "the" are intended to include plural forms as well. Similarly, the term "and / or" as used in this application refers to any and all possible combinations of listings containing one or more associated ones. In addition, when used in the present application, the term "comprise" and its variants "comprises" and / or comprising refer to the presence of a stated sub-sample, whole, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other sub-samples, wholes, steps, operations, elements, components and / or groups of these. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the presence of other identical elements in the process, method or device comprising the elements. In this article, each embodiment may focus on the differences from other embodiments, and the same and similar parts between the various embodiments may refer to each other. For the methods, products, etc. disclosed in the embodiments, if they correspond to the method part disclosed in the embodiments, then the relevant parts can refer to the description of the method part.

[0127] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software may depend on the specific application and design constraints of the technical solution. Technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the embodiments of the present disclosure. Technicians can clearly understand that for the convenience and simplicity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0128] In the embodiments disclosed herein, the disclosed methods and products (including but not limited to devices, equipment, etc.) can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of units can be only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some sub-samples can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between each other shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms. The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to implement this embodiment. In addition, each functional unit in the embodiment of the present disclosure may be integrated in a processing unit, or each unit may exist physically alone, or two or more units may be integrated in one unit.

[0129] The flowchart and block diagram in the accompanying drawings show the possible architecture, functions and operations of the system, method and computer program product according to the embodiment of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and a part of the module, program segment or code contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which can depend on the functions involved. In the description corresponding to the flowchart and block diagram in the accompanying drawings, the operations or steps corresponding to different boxes can also occur in a different order from the order disclosed in the description, and sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which can depend on the functions involved. Each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs the specified functions or actions, or may be implemented by a combination of dedicated hardware and computer instructions.

Claims

1. A method for optimizing audio parameters in a vehicle cockpit, characterized in that: include: Acquiring a cockpit audio parameter corresponding to a vehicle cockpit, wherein the vehicle cockpit includes a target area and a playback source area, and the playback source area is used to play a first audio signal according to the cockpit audio parameter; By modeling the vehicle cockpit, a cockpit acoustic model is obtained; driving the cabin acoustic model to perform acoustic simulation on the vehicle cabin according to the cabin audio parameters, so as to determine target acoustic parameters corresponding to the target area according to the acoustic simulation results; The cockpit audio parameters are optimized so that the target acoustic parameters meet a preset expected parameter threshold.

2. The method according to claim 1, characterized in that The method further comprises: collecting a second audio signal output from the target area through the vehicle cockpit, and adding the second audio signal to the first audio signal; Acquire audio measurement parameters corresponding to the target area, wherein the audio measurement parameters include one or more of a sound output position, a sound propagation direction, a target sound frequency, and a target sound intensity; A sound energy model corresponding to the second audio signal is obtained by calculation according to the audio measurement parameters, and the sound energy model is mapped to the cockpit acoustic model as a model acoustic parameter.

3. The method according to claim 2, characterized in that Get the target area by at least one of the following methods: Detecting whether there is a person on a seat in the vehicle cabin by means of a seat sensor, and if there is a person on the seat, determining the seat as a target area; The second audio signal is collected by using a plurality of microphone modules disposed at different positions in the vehicle cabin to obtain the audio collection time and the audio collection strength corresponding to each microphone module, and the target area is obtained by performing calculation according to the time difference between the audio collection times, the strength difference between the audio collection strengths, and the microphone positions of each microphone module mapped to the vehicle cabin; A candidate area is determined from the vehicle cabin, and in response to a user selection instruction corresponding to the candidate area, a target area is determined from the candidate area according to the user selection instruction.

4. The method according to claim 1, characterized in that: Driving the cabin acoustic model according to the cabin audio parameter to perform acoustic simulation on the vehicle cabin includes at least one of the following: Establishing a boundary element equation according to model acoustic parameters corresponding to the cockpit acoustic model, and obtaining an actual absorption coefficient and / or an actual reflection coefficient of the cockpit acoustic model on a model surface by solving the boundary element equation; A wave equation is constructed according to the model acoustic parameters corresponding to the cockpit acoustic model, and the wave equation is converted into a weak form to obtain a finite element equation, which is solved using a preset iterative method to determine the sound propagation path and / or sound intensity distribution according to the solved sound intensity.

5. The method according to claim 4, characterized in that After the vehicle cockpit is modeled to obtain a cockpit acoustic model, the method further includes: By discretizing the cockpit acoustic model, model discrete points are obtained; The cockpit acoustic model is meshed according to the model discrete points, and the mesh density of the first unit is controlled to be greater than the mesh density of the second unit, so as to obtain a plurality of mesh units, wherein the first unit includes mesh units corresponding to the target area and mesh units corresponding to the playback source area, and the second unit includes mesh units other than the first unit.

6. The method according to claim 5, characterized in that Obtain the model acoustic parameters by at least one of the following methods: Acquiring material distribution parameters corresponding to the vehicle cabin, the material distribution parameters including a plurality of cabin regions and regional materials corresponding to each of the cabin regions, and allocating material acoustic properties corresponding to the regional materials to model acoustic parameters corresponding to each of the grid units according to the cabin regions, wherein the material acoustic properties include material absorption parameters and / or material reflection parameters; Calculating according to the door opening and closing angle and / or the window lifting and lowering position to obtain the boundary conditions of the cabin acoustic model at the model boundary, and setting the model acoustic parameters corresponding to the cabin acoustic model according to the boundary conditions, wherein the boundary conditions are used to characterize the energy loss coefficient of the sound at the model boundary; Calculating according to a cabin environment parameter of the vehicle cabin to obtain a sound transmission rate corresponding to the vehicle cabin, and setting a model acoustic parameter corresponding to the cabin acoustic model according to the sound transmission rate, wherein the cabin environment parameter includes at least one of cabin relative humidity, cabin temperature, and cabin air pressure; The model acoustic parameters corresponding to the cockpit acoustic model are set according to the unit characteristics corresponding to each of the grid units, wherein the unit characteristics include unit density and / or bulk modulus.

7. The method according to any one of claims 1 to 6, characterized in that: Get the expected parameter thresholds by: Obtaining a threshold matching table and obtaining a current audio mode corresponding to the vehicle cockpit, wherein the threshold matching table stores a plurality of original audio modes and audio parameter thresholds corresponding to each of the original audio modes; Determine an expected parameter threshold from each of the audio parameter thresholds based on a matching result between the current audio mode and each of the original audio modes, wherein the expected parameter threshold includes at least one of a sound intensity threshold, an echo intensity threshold, a reverberation intensity threshold and a sound balance threshold.

8. The method according to any one of claims 1 to 6, characterized in that: After driving the cabin acoustic model according to the cabin audio parameters to perform acoustic simulation on the vehicle cabin, the method further includes: Acquire a lighting control strategy corresponding to a lighting control area, wherein the lighting control area is set in the vehicle cabin, and the lighting control strategy includes a lighting control condition and a lighting control instruction; Determining regional acoustic parameters corresponding to the lighting control area according to the acoustic simulation parameters; If the regional acoustic parameters meet the lighting control conditions, the lighting control area is driven by the lighting control instruction.

9. An audio parameter optimization system for a vehicle cockpit, characterized in that: include: an acquisition module, configured to acquire a cockpit audio parameter corresponding to a vehicle cockpit, wherein the vehicle cockpit includes a target area and a playback source area, and the playback source area is configured to play a first audio signal according to the cockpit audio parameter; A modeling module, used for obtaining a cockpit acoustic model by modeling the vehicle cockpit; a simulation module, configured to drive the cabin acoustic model to perform acoustic simulation on the vehicle cabin according to the cabin audio parameters, so as to determine target acoustic parameters corresponding to the target area according to the acoustic simulation results; The optimization module is used to optimize the cockpit audio parameters so that the target acoustic parameters meet a preset expected parameter threshold.

10. A vehicle terminal, characterized in that: include: Processor and memory; The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the vehicle terminal executes the method according to any one of claims 1 to 8.

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