In-vehicle noise control method and system, medium, electronic equipment and vehicle

Abstract

The invention relates to the technical field of active noise reduction, in particular to an in-vehicle noise control method and system, a medium, electronic equipment and a vehicle, and the method comprises the steps: determining a filtering coefficient according to a reference signal collected by a target sensor and an error signal collected by a preset sound collection module on the vehicle; and processing the reference signal according to the filter coefficient to obtain a control signal of the reference signal for noise reduction. According to the method, acceleration sensors at different positions are started or paused according to the driving state of the vehicle, reference signals which contribute to noise greatly are reserved, the noise reduction amount is increased, and input of unnecessary reference signals is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle noise reduction, and in particular to a method, system, medium, electronic equipment and vehicle for controlling in-vehicle noise. Background Art

[0002] When a car is running, various noises are generated and transmitted into the car, such as engine noise, road noise and wind noise. The noise inside the car not only affects the driving experience of the passengers, but also easily makes the driver feel tired or irritated, affecting driving safety. The current noise reduction scheme only reduces the ambient noise inside the car, but does not consider the impact of engine noise, road noise, wind noise, etc. on passengers, resulting in less than ideal noise reduction effect. Summary of the invention

[0003] The embodiments of the present application provide a method, system, medium, electronic device and vehicle for controlling in-vehicle noise, so as to solve the problem of unsatisfactory in-vehicle noise reduction effect.

[0004] In order to achieve the above-mentioned object, according to a first aspect of the present application, a method for controlling noise in a vehicle is provided, the method comprising: determining a filter coefficient according to a reference signal collected by a target sensor and an error signal collected by a preset sound collection module on the vehicle;

[0005] The reference signal is processed according to the filter coefficient to obtain a control signal of the reference signal to reduce noise.

[0006] Optionally, before determining the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by a preset sound collection module on the vehicle, the method further includes:

[0007] A target sensor is determined from a plurality of initial sensors arranged on the vehicle.

[0008] Optionally, determining the target sensor from a plurality of initial sensors arranged on the vehicle comprises:

[0009] determining the target sensor from the plurality of initial sensors according to the driving information of the vehicle; and / or

[0010] The target sensor is determined from the multiple initial sensors according to the error signal collected by the sound collection module.

[0011] Optionally, the vehicle driving information includes vehicle speed information and engine operating status information,

[0012] The step of determining the target sensor from the plurality of initial sensors according to the driving information of the vehicle comprises:

[0013] If the operating state information of the engine is running, determining the first sensor in the initial sensors as the target sensor; and / or

[0014] According to the vehicle speed information and a preset threshold, a second sensor among the initial sensors is determined as a target sensor.

[0015] Optionally, the first sensor is a sensor arranged on the engine, and the second sensor includes at least one of a sensor arranged on the chassis and a sensor arranged on the vehicle window.

[0016] Optionally, the preset threshold includes a first preset threshold and a second preset threshold, wherein the first preset threshold is smaller than the second preset threshold;

[0017] The step of determining the second sensor in the initial sensors as the target sensor according to the vehicle speed information and a preset threshold value includes:

[0018] In a case where the vehicle speed information is greater than the first preset threshold, determining a sensor disposed on the chassis among the initial sensors as a target sensor; and / or

[0019] When the vehicle speed information is greater than the second preset threshold, a sensor disposed on the vehicle window among the initial sensors is determined as a target sensor.

[0020] Optionally, determining the target sensor from the multiple initial sensors according to the error signal collected by the sound collection module includes:

[0021] Processing the error signal through a trained detection model to obtain a target noise source;

[0022] According to the position information and / or frequency information corresponding to the target noise source, a target sensor corresponding to the position information and / or frequency information is determined from the multiple initial sensors.

[0023] Optionally, determining the filter coefficient according to the reference signal collected by the target sensor and the error signal collected by a preset sound collection module on the vehicle includes:

[0024] Performing frequency domain transformation on the reference signal and the error signal respectively to obtain a frequency domain reference signal and a frequency domain error signal;

[0025] Determining an update value according to the frequency domain reference signal, the frequency domain error signal and a preset step size;

[0026] The preset filter coefficient is updated according to the update value to obtain the updated filter coefficient.

[0027] Optionally, determining the update value according to the frequency domain reference signal, the frequency domain error signal and a preset step size includes:

[0028] Performing conjugate processing on the frequency domain reference signal to obtain a conjugate reference signal;

[0029] The update value is determined based on the conjugate reference signal, the frequency domain error signal and a preset step size.

[0030] Optionally, determining the update value based on the conjugate reference signal, the frequency domain error signal and a preset step size includes:

[0031] Determining an update step size according to a ratio of the preset step size to the power of the reference signal;

[0032] The update value is obtained based on the product of the conjugate reference signal, the frequency domain error signal and the update step size.

[0033] Optionally, the method further comprises:

[0034] Establish a comparison table of reference vehicle speed information and reference step length;

[0035] The comparison table is queried based on the vehicle speed information, and the reference step length obtained by the query is used as the preset step length.

[0036] Optionally, updating the preset filter coefficient according to the update value to obtain the updated filter coefficient includes:

[0037] Performing a time domain transformation on the update value to obtain a time domain update value;

[0038] The filter coefficient at the current moment is updated according to the time domain update value obtained at each moment to obtain the updated filter coefficient at the next moment.

[0039] Optionally, before performing frequency domain transformation on the reference signal and the error signal respectively to obtain a frequency domain reference signal and a frequency domain error signal, the method further includes:

[0040] The reference signal and the error signal are preprocessed respectively to obtain a preprocessed reference signal and a preprocessed error signal, wherein the preprocessing includes at least one of downsampling processing and filtering processing.

[0041] Optionally, before the reference signal collected by the target sensor, the method further includes:

[0042] Get engine speed information;

[0043] Determining a current order frequency based on the speed information and the vibration frequency of the engine;

[0044] The reference signal is obtained by synthesizing based on the current order frequency, wherein the frequency of the reference signal is the current order frequency.

[0045] According to a second aspect of the present application, an embodiment of the present application further provides a vehicle interior noise control system, the system comprising:

[0046] A noise collection module, the noise collection module comprising one or more initial sensors for collecting a reference signal on the vehicle;

[0047] A sound collection module, used for collecting error signals on the vehicle;

[0048] Noise control modules for:

[0049] Determine the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by the sound collection module preset on the vehicle;

[0050] Processing the reference signal according to the filter coefficient to obtain a control signal of the reference signal to reduce noise;

[0051] The playing device is used for receiving and playing the control signal.

[0052] According to the third aspect of the present application, an embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored, and the computer-readable storage medium stores instructions, which, when executed by a computer, enable the computer to implement any one of the in-vehicle noise control methods provided in the embodiments of the present application.

[0053] According to a fourth aspect of the present application, an embodiment of the present application further provides an electronic device, including:

[0054] a memory having a computer program stored thereon;

[0055] A processor is used to execute the computer program in the memory to implement any one of the in-vehicle noise control methods provided in the embodiments of the present application.

[0056] According to a fifth aspect of the present application, an embodiment of the present application further provides a vehicle, comprising the electronic device or the in-vehicle noise control system.

[0057] Some embodiments of the present specification include at least the following beneficial effects: by arranging acceleration sensors at multiple points, it is possible to obtain reference signals of various noise sources more comprehensively, and at the same time, start or pause acceleration sensors at different positions according to the driving status of the vehicle, retain reference signals with large contributions to noise, improve the amount of noise reduction, reduce the input of unnecessary reference signals, avoid the influence of irrelevant acceleration signals on the system, and reduce the computing cost of the system.

[0058] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0060] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0061] Figure 1 is a schematic diagram of the structure of a vehicle interior noise control system according to some embodiments of this specification;

[0062] Figure 2 is an exemplary flow chart of a method for controlling in-vehicle noise according to some embodiments of this specification;

[0063] Figure 3 is an exemplary schematic diagram of a detection model according to some embodiments of this specification;

[0064] Figure 4 is an exemplary flow chart of determining filter coefficients according to some embodiments of this specification;

[0065] Figure 5 is an exemplary flow chart of determining a reference signal according to some embodiments of this specification;

[0066] Figure 6 is an exemplary schematic diagram of another in-vehicle noise control method according to some embodiments of this specification;

[0067] Figure 7 is an exemplary module diagram of a vehicle interior noise control device according to some embodiments of this specification;

[0068] Figure 8 It is a schematic diagram of the structure of an electronic device according to some embodiments of this specification. DETAILED DESCRIPTION

[0069] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0070] In order to facilitate understanding of the implementation scheme provided in the embodiment of the present application, the relevant application background of the in-vehicle noise control system provided in the embodiment of the present application is first described.

[0071] At present, there are mainly two ways to control the noise inside the car: passive noise control system and active noise control system. Among them, the passive noise control system reduces the sound transmitted into the car through sound-absorbing and insulating materials, and has a good control effect on the noise in the medium and high frequency bands, but the use of passive noise reduction control will increase the weight of the car, and its noise reduction performance in the low frequency band is poor; the active noise control system obtains the reference signal of the source noise, uses it as the input of the adaptive filter, and generates an output signal through adaptive filtering. The output signal interferes with the source noise wave signal to achieve the effect of noise control. In this process, the active noise control system obtains the error signal remaining after interference and cancellation, updates the coefficients of the adaptive filter according to the error signal and the reference signal, tracks the changes in the source noise and the noise reduction effect of the system, and makes the output signal closer to the noise wave signal to improve the effect of noise control.

[0072] The current active noise control system mainly includes an ENC (Engine Noise Control) system for reducing the engine noise in the car and an RNC (Road Noise Control) system for reducing the road noise. For example, CN115410548A proposes an integrated active noise control method and system for automobile road noise. The method realizes the active control of road noise. However, when the car is driving, there will be multiple noises such as engine noise, road noise and wind noise at the same time. The reference signal in this method only reflects the noise generated by the road surface, and it is difficult to reflect the noise from other sources in the car, and thus it is impossible to eliminate the noise from other sources.

[0073] In view of this, some embodiments of the present specification provide an in-vehicle noise control system and method, in which acceleration sensors are arranged at the main noise source location or on the main noise propagation path. By arranging the acceleration sensors at multiple points, reference signals of various noise sources can be obtained more comprehensively. At the same time, acceleration sensors at different positions are turned on or paused according to the vehicle's driving status, and reference signals with large contributions to noise are retained, thereby increasing the amount of noise reduction, reducing the input of unnecessary reference signals, avoiding the influence of irrelevant acceleration signals on the system, and reducing the computational cost of the system.

[0074] Figure 1 It is a schematic diagram of the structure of an in-vehicle noise control system according to some embodiments of this specification.

[0075] like Figure 1 As shown, the in-vehicle noise control system 100 may include a noise control module 111 , a noise collection module 112 , a playback device 113 , and a sound collection module 114 .

[0076] The noise control module 111 processes information and / or data related to the in-vehicle noise control system 100. In some embodiments, the noise control module 111 can obtain information and / or data from the storage module. For example, a reference signal. In some embodiments, the noise acquisition module 112 sends a reference signal to the noise control module 111, and the noise control module 111 obtains the reference signal, performs signal processing based on the reference signal, and determines a control signal for achieving noise elimination. Exemplarily, the control signal can be an electrical signal, an analog signal, or a digital signal, which is not limited in this application.

[0077] In some embodiments, the noise control module 111 may include one or more sub-processing devices (e.g., a single-core processing device or a multi-core multi-core processing device). For example, a central processing unit (CPU), an application-specific integrated circuit (ASIC), a digital signal processor (DSP), etc. or any combination thereof. In some embodiments, the noise control module 111 may be integrated or included in the vehicle.

[0078] In some embodiments, the hardware of the noise control module 111 may be implemented as a vehicle controller or a component in the vehicle controller. The deployment position of the noise control module 111 in the vehicle may not be limited.

[0079] The noise collection module 112 is used to collect and obtain the sound wave signal output by the noise source.

[0080] In some embodiments, the noise collection module 112 may be implemented as a microphone (or sound sensor).

[0081] In some embodiments, in order to accurately obtain the reference signal of the noise source, the noise collection module 112 can use a non-acoustic sensor (such as an accelerometer) to collect the reference signal to avoid interference from other sounds. In order to collect the noise generated during the vehicle's driving, the noise collection module 112 deploys accelerometers at different locations on the vehicle to obtain reference signals of different noise sources.

[0082] In some embodiments of this specification, a multi-point reference signal acquisition method is used to arrange acceleration sensors at the location of the main noise source or on the main noise propagation path. The acceleration sensor can reflect the vibration conditions at that location and avoid the interference problem faced by using acoustic signals, which is conducive to obtaining a more accurate reference signal. Compared with collecting the reference signal of a single noise source, the acceleration sensors arranged at multiple points can obtain the reference signal of the noise inside the car more comprehensively, so that the system can more effectively control the noise inside the car.

[0083] The vehicle may be an intelligent vehicle, such as an autonomous driving vehicle that realizes all functions as automatic control, or an assisted driving vehicle that realizes some functions as automatic control to provide driving assistance, or may be an ordinary vehicle. In some embodiments, the vehicle may be a fuel vehicle, a hybrid vehicle, an electric vehicle, etc.

[0084] In some embodiments, the noise collection module 112 may include, but is not limited to, any one or a combination of an engine acceleration sensor, a window acceleration sensor, a chassis acceleration sensor, and the like.

[0085] The engine acceleration sensor is used to monitor the vibration of the engine. In some embodiments, the engine acceleration sensor can be deployed (eg, attached) on the engine housing to collect the vibration signal when the engine is working as a reference signal of the engine noise.

[0086] The chassis acceleration sensor detects dynamic changes of the vehicle chassis, such as acceleration, deceleration, and vibration. In some embodiments, the chassis acceleration sensor can be deployed (e.g., attached) on the chassis near the wheel. The chassis acceleration sensor can collect the vibration signal generated by the friction between the tire and the road as a reference signal of the road noise.

[0087] The vehicle window acceleration sensor is used to monitor the vibration of the vehicle window glass. In some embodiments, the vehicle window acceleration sensor may include a windshield acceleration sensor, a side window acceleration sensor, etc. The vehicle window acceleration sensor may be deployed (e.g., attached) at a position where the glass does not block the view, and obtains a reference signal of wind noise by collecting the vibration generated by the interaction between the vehicle body and the air.

[0088] In some embodiments, there is no limit on the number of noise collection modules 112. For example, one or more noise collection modules 112 may be deployed at one of the deployment positions in the above examples; or noise collection modules 112 may be deployed at some or all of the deployment positions in the above examples, and one or more noise collection modules 112 may be deployed at each deployment position. For example, a noise collection module 112 may be deployed at the joint between the window glass and the sheet metal of each door or front windshield.

[0089] In some embodiments, the noise collection module 112 may collect reference signals. A reference signal may reflect at least one noise source of the vehicle, including, for example, one of the noise generated when air flows over the vehicle body surface (or wind noise), tire noise generated by friction between tires and roads (or road noise), and engine noise.

[0090] In some embodiments, when the noise control system 110 includes multiple noise collection modules 112, the turned-on noise collection module 112 is used as a target sensor, and each target sensor sends its own collected reference signal to the noise control module 111. The noise control module 111 generates a corresponding signal for noise elimination for the reference signal sent by each target sensor, and the control signal is synthesized by the signals for noise elimination corresponding to the multiple reference signals. For the purpose of convenience of explanation, the following is an exemplary explanation using the example that the noise control module 111 includes an engine acceleration sensor, a window acceleration sensor, and a chassis acceleration sensor.

[0091] In some embodiments, the noise control module 111 can start and stop acceleration sensors at different positions according to the vehicle's driving speed, and accurately control the main noise sources under different vehicle speed information. For more information about this embodiment, please refer to Figure 2 Related description.

[0092] In some embodiments, the noise control module 111 sends the control signal to the playback device 113. The playback device 113 plays the control signal to generate a sound wave signal, which cancels the noise in the target area to achieve noise elimination. The target area may be the area where the user's ear is located, and the target area may be determined based on a pre-estimated position range of the user's ear.

[0093] The hardware of the playback device 113 may be a hardware device for audio playback. In some embodiments, the playback device 113 may be integrated or included in the vehicle, or may be other independent devices in the in-vehicle noise control system. For example, the playback device 113 may include a speaker, a loudspeaker, etc. In some embodiments, the playback device 113 may have one or more speakers.

[0094] In some embodiments, the playback device 113 may be installed in various areas, each of which includes one or more audio devices (eg, speakers).

[0095] In some embodiments, the playback device 113 may include one or more. In order to achieve a better noise reduction effect, the playback device 113 may be deployed in a target area, that is, close to the user's ears. When the playback device 113 is deployed in the target area, it may include: a playback device deployed on a seat headrest, and / or a playback device deployed on a seat backrest.

[0096] It should be noted that the above-mentioned user can be a user sitting in any seat position in the vehicle, for example, the user can sit in the main driver's seat, the co-pilot seat or the back seat. Accordingly, the target area can include the area where the ear position of the user sitting in any seat position is located. That is, the playback device 113 can be deployed for some or all of the users who can sit in the vehicle cabin. For example, the playback device 113 can be deployed in at least one of the following areas: the area where the ear position of the main driver is located, the area where the ear position of the co-pilot is located, or the area where the ear position of any user sitting in the back seat is located.

[0097] In some embodiments, the playback device 113 may also be deployed under a seat or in a trunk.

[0098] The playback device 113 is deployed to achieve noise reduction control, or the playback device 113 can reuse an existing playback device in the vehicle. For example, the playback device 113 can reuse a full-frequency playback device in the vehicle.

[0099] In some embodiments, the playback device 113 can be independent of the in-vehicle noise control system 100. The in-vehicle noise control system 100 is connected to the playback device 113 deployed in the vehicle and sends a control signal to the playback device 113. The playback device 113 can generate a sound wave signal based on the control signal to achieve noise elimination.

[0100] In some embodiments, the sound collection module 114 is connected to the noise control module 111. The sound collection module 114 is an acoustic sensor, which can be deployed in the target area to collect error signals of the target area (e.g., the user's ear) at each moment. The error signal can reflect the noise elimination effect of the target area.

[0101] In some embodiments, the noise control module 111, the noise collection module 112, the playback device 113, and the sound collection module 114 can be controlled and information data can be exchanged through a bus, where the bus includes but is not limited to an in-vehicle audio bus (Audio Bus, A2B), a serial port, SPI, CAN, Bluetooth, etc. For example, the noise control module 111, the noise collection module 112, the playback device 113, and the sound collection module 114 can be connected based on A2B.

[0102] In some embodiments, at least one noise collection module 112, at least one playback device 113, and at least one sound collection module 114 may be respectively provided in each area of ​​the vehicle. For each area, the noise control module 111 may obtain a reference signal collected by the noise collection module 112 and an error signal collected by the sound collection module 114 of the area, and output a control signal of the corresponding area. The sound wave signal generated by playing the control signal through the playback device 113 of the corresponding area may be used to offset the reference signal of the area to achieve noise elimination.

[0103] A region refers to a sub-region obtained by dividing a space. In some embodiments, a space may include one or more regions. A space refers to an area where audio needs to be played. For example, if a user plans to play an audio source in a vehicle, the space is the entire vehicle compartment.

[0104] In some embodiments, the space can be divided according to the physical layout. For example, if the space is the entire vehicle compartment, the area can be the main driver area, the co-driver area, the rear passenger area, etc.

[0105] It should be noted that the above description of the in-vehicle noise control system and its modules is only for convenience of description and does not limit the present specification to the scope of the embodiments. It is understandable that, after understanding the principle of the system, those skilled in the art may arbitrarily combine the modules or form a subsystem to connect with other modules without deviating from the principle. In some embodiments, Figure 1 The noise control module 111, the noise collection module 112, the playback device 113, and the sound collection module 114 disclosed in the specification can be different modules in a system, or a module can realize the functions of two or more of the above modules. For example, each module can share a storage module, or each module can have its own storage module. Such variations are all within the protection scope of this specification.

[0106] Figure 2 200 is an exemplary flow chart of a method for controlling in-vehicle noise according to some embodiments of this specification. In some embodiments, process 200 may be executed based on a noise control module of an in-vehicle noise control system. Figure 2As shown, process 200 includes the following steps:

[0107] Step S210, determining a filter coefficient according to a reference signal collected by the target sensor and an error signal collected by a preset sound collection module on the vehicle.

[0108] The reference signal is a signal related to the noise. For example, the reference signal is a noise signal obtained by direct measurement or a signal determined by synthesis.

[0109] For more information on determining reference signals by synthesis, see Figure 5 Related description.

[0110] The error signal is the difference between the reference signal transmitted to a certain location and the control signal output by the adaptive filter.

[0111] The error signal reflects the gap between the control signal output by the adaptive filter and the reference signal. By minimizing the error signal, the output of the adaptive filter can be made closer to the reference signal.

[0112] Filter coefficients refer to the parameters of the adaptive filter.

[0113] In some embodiments, the adaptive filter may be a FxLMS (Filtered-x Least Mean Square) adaptive filter or other similar adaptive filters.

[0114] In some embodiments, the filter coefficient can be determined in a variety of ways based on the reference signal collected by the target sensor and the error signal collected by the preset sound collection module on the vehicle. For example, an adaptive filter designed using the FxLMS (Filtered-xLeast Mean Square) algorithm, the reference signal is A(n), the error signal is B(n), the reference signal A(n) is filtered by the secondary path estimation filter to obtain the filtered reference signal A'(n), and the coefficient of the adaptive filter is updated by the coefficient iteration formula w(n+1)=w(n)+Δw(n), Δw(n)=μ×A'(n)×B(n), where w(n+1) is the updated filter coefficient, w(n) is the current filter coefficient, Δw(n) is the updated value, and × represents the dot multiplication operation. The reference signal x(n) is filtered by the adaptive filter and the control signal y(n) is output.

[0115] In some embodiments, an update value may be determined based on a reference signal after frequency domain transformation, an error signal after frequency domain transformation, and a preset step size, and the preset filter coefficient may be updated based on the update value to obtain an updated filter coefficient. For more information about this embodiment, see Figure 4 Related description.

[0116] Step S220: Process the reference signal according to the filter coefficient to obtain a control signal of the reference signal to reduce noise.

[0117] The control signal is the signal output by the adaptive filter.

[0118] In some embodiments, the reference signal can be processed in a variety of ways according to the filter coefficient to obtain a control signal of the reference signal. For example, multiple rounds of iterations are performed to obtain a control signal based on the iteration results, wherein at least one round of iterations includes: inputting the reference signal and error signal of the current round of iterations into an adaptive filter to obtain an updated filter coefficient, filtering the reference signal based on the updated filter coefficient, such as calculating the convolution of the reference signal and the updated filter coefficient to obtain the control signal output by the current round of iteration; in response to the iteration condition being met, ending the iteration and using the output control signal as the iteration result; in response to the iteration condition not being met, playing the control signal output by the current round of iteration through a playback device, obtaining the reference signal and error signal of the next round of iteration, and continuing the next round of iteration.

[0119] The iteration condition is a judgment condition for evaluating whether the iteration is stopped. In some embodiments, the iteration condition may include that the number of iteration updates has reached a number threshold, the absolute value or square value of the error signal is less than a reference threshold, etc. The number threshold and the reference threshold may be a system default value, a system preset value, etc.

[0120] In some embodiments, the control signal may be sent to a playback device for playback.

[0121] In some embodiments, the playback device may receive a control signal sent by the noise control module via an in-vehicle audio bus (Audio Bus, A2B), and perform decoding and playback based on the received control signal.

[0122] In some embodiments of the present specification, by starting or pausing acceleration sensors in different positions according to the driving status of the vehicle, reference signals with large contributions to noise are retained, the amount of noise reduction is improved, the input of unnecessary reference signals is reduced, the influence of irrelevant acceleration signals on the system is avoided, and the computational cost of the system is reduced.

[0123] In some embodiments, before determining the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by a preset sound collection module on the vehicle, process 200 also includes: determining the target sensor from a plurality of initial sensors arranged on the vehicle.

[0124] The initial sensor refers to a noise collection module that has not yet been selected as the currently used one. For example, the initial sensor may include acceleration sensors distributed in different parts of the vehicle and waiting to be turned on to capture various vibration signals.

[0125] The target sensor refers to a noise acquisition module selected from a plurality of initial sensors and currently used to capture the main noise source. For example, the target sensor may include one or more acceleration sensors that are turned on or about to be turned on.

[0126] In some embodiments, the number of target sensors may be one or more.

[0127] It should be noted that the main noise source inside the vehicle will change with the speed of the vehicle. For example, when the vehicle is traveling at a low speed (e.g., 0-20km / h), the main noise source is engine noise; when the vehicle is traveling at a medium speed (e.g., 20km / h-80km / h), the main noise sources include road noise and wind noise; when the vehicle is traveling at a high speed (e.g., a speed of more than 80km / h), the main noise sources include wind noise, road noise and engine noise.

[0128] The main noise source refers to the type of noise that exists or is more prominent in a specific situation or condition.

[0129] In some embodiments, the target sensor may be determined from multiple initial sensors in multiple ways. For example, the target sensor may be determined from multiple initial sensors based on manual input. For another example, historical vehicle speed information that is the same or similar to the vehicle speed information of the current vehicle may be screened based on historical data, and the current target sensor may be determined from the historical target sensor corresponding to the historical vehicle speed information.

[0130] For more information about the noise acquisition module and acceleration sensor, please refer to Figure 1 Related description.

[0131] By determining the target sensor, it is helpful to reduce noise for the main noise source, reduce the amount of calculation and improve the noise reduction efficiency.

[0132] In some embodiments, the target sensor may be determined from a plurality of initial sensors based on the driving information of the vehicle; and / or the target sensor may be determined from a plurality of initial sensors based on an error signal collected by a sound collection module.

[0133] Driving information refers to various data related to the driving of a vehicle. For example, the driving information may include one or a combination of vehicle speed information, acceleration information, vehicle position information, etc.

[0134] Vehicle speed information is used to characterize the vehicle's speed at different times.

[0135] Acceleration information is used to characterize the acceleration of the vehicle at different times.

[0136] The location information is used to characterize the positioning coordinates of the vehicle (eg, altitude, longitude and latitude coordinates, etc.).

[0137] In some embodiments, the driving information of the vehicle can be obtained in a variety of ways. For example, the driving information of the vehicle can be obtained by one or more sensors installed in the vehicle and uploaded to the noise control module. The one or more sensors may include but are not limited to acceleration sensors, speed sensors, inertial measurement units (Inertial Measurement Unit), etc. It should be understood that the one or more sensors may also include various other types of sensors, such as laser sensing systems, infrared sensing systems, etc., or any combination thereof. For example, the driving speed of the vehicle can be detected by the wheel speed sensor of the vehicle, and the acceleration information can be detected by the acceleration sensor of the vehicle, etc.

[0138] In some embodiments, the target sensor can be determined from multiple initial sensors in a variety of ways based on the driving information of the vehicle. For example, the target sensor can be determined based on a preset table or a vector database. Exemplarily, based on the parameter combination consisting of the current vehicle speed information, acceleration information, and vehicle type (such as a fuel vehicle, a hybrid vehicle, etc.), a reference combination similar or close to the current parameter combination can be determined in the preset table / database, and at least one initial sensor corresponding to the reference combination is used as the target touch sensor corresponding to the current parameter combination. The preset table / vector database may include a plurality of correspondences between reference combinations consisting of vehicle speed information, acceleration information, and vehicle type and target sensors. The preset table / vector database can be constructed based on prior knowledge or historical data.

[0139] In some embodiments, the target sensor can be determined from multiple initial sensors in a variety of ways based on the error signal collected by the sound collection module. For example, a similarity analysis can be performed based on the reference signal and the preset reference noise signal, and the reference sensor corresponding to the reference noise signal with the highest similarity is used as the target sensor. Each reference noise signal corresponds to one or more reference sensors. Similarity analysis can be achieved by calculating the cross-correlation function, the coherence coefficient, etc.

[0140] In some embodiments, the error signal can be processed by a trained detection model to obtain a target noise source; and a target sensor corresponding to the position information and / or frequency information can be determined from multiple initial sensors. For more information about this embodiment, see Figure 3 Related description.

[0141] In some embodiments of the present specification, by using the vehicle's driving information and / or the error signal collected by the sound collection module, a target sensor is determined from multiple initial sensors, which can improve the targeting and real-time nature of noise control and improve the noise control effect and system reliability.

[0142] In some embodiments, if the operating status information of the engine is running, the first sensor in the initial sensors is determined as the target sensor; and / or according to the vehicle speed information and a preset threshold, the second sensor in the initial sensors is determined as the target sensor.

[0143] The operating status information of the engine refers to a series of parameters and indicators describing the current working status of the engine. For example, the operating status information of the engine may include running, stopped running, etc.

[0144] In some embodiments, the engine speed information can be obtained by calling an interface. If the speed information is greater than zero, the engine operation status information is determined to be running. For more information about the speed information, see Figure 5 Related description.

[0145] In some embodiments, if the operating state information of the engine is running, a first sensor disposed on the engine among the initial sensors is determined as a target sensor.

[0146] It should be noted that, for fuel vehicles, the engine is almost always in operation during driving, so the target sensor can be determined directly based on the vehicle speed information; for hybrid vehicles or electric vehicles, since the engine is only turned on under certain circumstances, it is necessary to first determine the operating status of the engine to determine whether to turn on the first sensor set on the engine, and then determine the second sensor based on the vehicle speed information.

[0147] In some embodiments, the first sensor is a sensor disposed on the engine, and the second sensor includes at least one of a sensor disposed on the chassis and a sensor disposed on the vehicle window.

[0148] By setting at least one of the sensors on the engine, the sensors on the chassis, the sensors on the vehicle window, etc. as the target sensor, the main noise source that conforms to the actual situation can be obtained, the amount of calculation can be reduced, and the noise reduction efficiency can be improved.

[0149] In some embodiments, the noise control module may be connected to the first sensor for communication. If the operating status information of the engine is in operation, a corresponding control instruction is generated and sent to the first sensor to control the first sensor to start.

[0150] The second sensor may include one or more initial sensors deployed on the chassis near the wheels or on the body glass.

[0151] In some embodiments, the noise control module can determine the second sensor in the initial sensor as the target sensor based on the vehicle speed information and the preset threshold. For example, a correspondence between different vehicle speed intervals and different initial sensors can be established, and based on the correspondence between the vehicle speed information and the vehicle speed interval, the corresponding initial sensor is used as the target sensor. The vehicle speed interval is a range of vehicle speed information composed of different preset thresholds. The vehicle speed interval can be subdivided according to actual needs. Different vehicle speed intervals correspond to different main noise sources.

[0152] In some embodiments, the noise control module may be connected to the second sensor for communication, and may generate corresponding control instructions based on the vehicle speed information and a preset threshold value, and may send the corresponding control instructions to the second sensor to control the second sensor to start.

[0153] In some embodiments, if the engine operating status information is stopped, the second sensor in the initial sensor is determined as the target sensor based on the vehicle speed information and a preset threshold, wherein the second sensor includes at least one of a sensor set on the chassis and a sensor set on the vehicle window.

[0154] By judging the operating status of the engine, it can be ensured that the most appropriate sensor can be selected in different types of vehicles to capture the main noise sources, thereby achieving more accurate and effective noise control.

[0155] In some embodiments of the present specification, by real-time monitoring of the operating status of the engine, different noise reduction processes can be implemented for different vehicle types, which is conducive to targeted noise reduction; by judging the vehicle speed information, it is possible to quickly respond to changes in different noise sources and improve the reaction speed of the system; the target sensor can be dynamically adjusted according to the real-time vehicle speed information to ensure that the initial sensor that conforms to the actual situation is always selected.

[0156] In some embodiments, the preset threshold includes a first preset threshold and a second preset threshold, wherein the first preset threshold is less than the second preset threshold; when the vehicle speed information is greater than the first preset threshold, the sensor set on the chassis in the initial sensor is determined as the target sensor; and / or when the vehicle speed information is greater than the second preset threshold, the sensor set on the vehicle window in the initial sensor is determined as the target sensor.

[0157] The first preset threshold is a minimum threshold condition for determining whether to turn on the initial sensor on the chassis. For example, the first preset threshold is 20 km / h.

[0158] In some embodiments, when the vehicle speed information is greater than a first preset threshold, an initial sensor disposed on the chassis among the initial sensors is determined as a target sensor.

[0159] The second preset threshold is the minimum threshold condition for determining whether to turn on the initial sensor on the window and determine it as the target sensor. For example, the first preset threshold is 80 km / h.

[0160] In some embodiments, when the vehicle speed information is greater than a second preset threshold, an initial sensor disposed on the vehicle window among the initial sensors is determined as a target sensor.

[0161] In some embodiments, if the engine's operating status information is stopped, when the vehicle speed information is less than a second preset threshold, an initial sensor set on the chassis among the initial sensors is determined as a target sensor; when the vehicle speed information is greater than the second preset threshold, an initial sensor set on the vehicle window among the initial sensors is determined as a target sensor.

[0162] It should be noted that, if the running state of the engine is stopped, it means that the vehicle of this type is an electric vehicle or a hybrid vehicle, etc., and the noise control system in the vehicle can directly selectively turn on at least one of the sensors set on the chassis and the sensors set on the windows according to the vehicle speed information and the preset threshold value; if the running state of the engine is stopped, it means that the vehicle of this type is a fuel vehicle or a hybrid vehicle, etc., and the noise control system in the vehicle can first determine the running state of the engine, and if it is turned on, directly turn on the first sensor set on the engine to determine it as the target sensor, and dynamically judge whether to turn on at least one of the sensors set on the chassis and the sensors set on the windows according to the vehicle speed information and the preset threshold value.

[0163] In some embodiments of the present specification, by turning on different initial sensors according to preset thresholds, more accurate and efficient noise control can be achieved, the data processing burden can be reduced, the system efficiency can be improved, and the user experience can be improved, so that the in-vehicle noise control system can better adapt to different driving conditions and ensure that the optimal noise control effect can be provided under different conditions.

[0164] It should be noted that the above description of the process 200 is only for example and illustration, and does not limit the scope of application of this specification. For those skilled in the art, various modifications and changes can be made to the process under the guidance of this specification. However, these modifications and changes are still within the scope of this specification.

[0165] Figure 3 It is an exemplary schematic diagram of a detection model shown in some embodiments of the present specification.

[0166] In some embodiments, Figure 3As shown, the error signal 310 can be processed by the trained detection model 320 to obtain the target noise source 330; according to the position information and / or frequency information corresponding to the target noise source 330, the target sensor 340 corresponding to the position information and / or frequency information is determined from multiple initial sensors.

[0167] For more information about error signals and target sensors, see Figure 2 Related description.

[0168] The target noise source refers to the main noise source of the noise signal inside the car.

[0169] In some embodiments, the target noise source may include multiple types of noise sources, such as engine noise, road noise, etc.

[0170] In some embodiments, the detection model is a machine learning model. For example, the detection model may include any one or combination of a Convolutional Neural Networks (CNN) model, a Neural Networks (NN) model, or other custom model structures.

[0171] In some embodiments, Figure 3 As shown, the input of the detection model includes the vehicle interior noise signal or the error signal in the error signal, and the output may include the target noise source.

[0172] In some embodiments, the input of the detection model is sequence data, and the detection model can be a time-series-based machine learning model.

[0173] The in-vehicle noise signal refers to the signal captured by the sound acquisition module after the reference signal passes through the primary path.

[0174] The primary path refers to the actual physical path from the noise source to the sound collection module. In some embodiments, the primary path includes the propagation path from the noise source (e.g., engine noise, road noise, or wind noise) to the interior space of the vehicle, and the propagation path before finally reaching the sound collection module.

[0175] In some embodiments, the in-vehicle noise signal can be obtained in a variety of ways. For example, the frequency component of the noise source can be identified from the spectrum of the error signal by manual analysis, theoretical calculation and / or modeling, and the signal of the frequency component can be extracted from the error signal as the in-vehicle noise signal. The frequency component of the noise source can be determined based on experiments or experience.

[0176] In some embodiments, the detection model can be trained based on a large number of labeled training samples through various feasible methods. For example, parameters can be updated based on the gradient descent method. An exemplary training process includes: inputting multiple labeled training samples into the initial detection model, constructing a loss function through the results of the labels and the initial detection model, and iteratively updating the parameters of the initial detection model based on the loss function through gradient descent or other methods. When the preset conditions are met, the model training is completed and a trained detection model is obtained. Among them, the preset conditions can be that the loss function converges, the number of iterations reaches a threshold, etc.

[0177] In some embodiments, the training samples include at least a sample error signal or a sample in-vehicle noise signal. The training samples may be obtained based on historical data.

[0178] In some embodiments, the label may include the main noise source corresponding to the training sample. The label may be obtained by automatic or manual labeling. For example, under the environmental conditions corresponding to the training sample (such as the noise signal in the car, etc.), the actual reference signal collected by the target sensor is obtained, and the actual reference signal is used as the label.

[0179] The position information corresponding to the target noise source refers to the position where the target noise source is generated or a preset range of the position.

[0180] The frequency information corresponding to the target noise source refers to information related to the frequency of the target noise source. For example, the frequency information corresponding to the target noise source includes each frequency component of the target noise source.

[0181] In some embodiments, the location information and frequency signal of the target noise source can be determined in a variety of ways. For example, the target noise source can be transformed in the frequency domain to obtain the frequency component of the target noise source, where different frequency components or combinations of frequency components correspond to different initial sensors, and the location of the corresponding initial sensor is used as the location information of the target noise source.

[0182] Frequency domain transformation is the process of converting a signal from the time domain to the frequency domain. In some embodiments, the frequency domain transformation may include Fourier transformation, wavelet transformation, and the like.

[0183] In some embodiments of the present specification, the target noise source can be predicted efficiently and accurately through the detection model, which can achieve better results than those determined based on experience, and is conducive to the subsequent determination of the most suitable target sensor; the appropriate target sensor is determined through the position information and / or frequency information corresponding to the target noise source, which helps to perform targeted noise reduction and improve the noise reduction effect.

[0184] Figure 4 is an exemplary flow chart of determining filter coefficients according to some embodiments of the present specification.

[0185] In some embodiments, process 400 may be performed based on a noise control module of an in-vehicle noise control system. Figure 4 As shown, process 400 includes the following steps:

[0186] In step S410, frequency domain transformation may be performed on the reference signal and the error signal respectively to obtain a frequency domain reference signal and a frequency domain error signal.

[0187] For more information about error signals and reference signals, see Figure 2 Related description.

[0188] The frequency domain reference signal refers to a frequency domain signal of a reference signal.

[0189] The frequency domain error signal refers to the frequency domain signal of the error signal.

[0190] In some embodiments, the reference signal and the error signal may be subjected to Fourier transform respectively to obtain a frequency domain reference signal and a frequency domain error signal.

[0191] In some embodiments, based on the overlap-preserve method, fast Fourier transform can be performed on the reference signal and the error signal respectively to obtain a frequency domain reference signal and a frequency domain error signal.

[0192] In some embodiments, the reference signal may be evenly segmented into several subsequences, each of which may overlap partially, and the length of the overlapping signal is L / 2. For example, based on the sliding window method, multiple subsequences may be obtained by intercepting in the reference signal. The sliding window method may slide and intercept subsequences in the reference signal based on parameters such as the sliding step length and the window size. The window size may be the signal length. The sliding step length may be the signal length of the interval between the previous window and the next window. The sliding window method refers to sliding the window from front to back based on the order of the time axis of the reference signal. Each time the window is slid once according to the sliding step length, a sequence in the window is intercepted and determined as a subsequence, and so on, until the entire reference signal is intercepted. In some embodiments, the sliding step length is L / 2, the window size is L, and L / 2 0s are added to the front of the reference signal to obtain a new reference signal. The new reference signal is intercepted based on the sliding window method to obtain several subsequences.

[0193] In some embodiments, a fast Fourier transform may be performed on each subsequence of the reference signal.

[0194] In some embodiments, the error signal can be evenly segmented into several initial subsequences, each initial subsequence does not overlap with the previous initial subsequence, and for each initial subsequence of the error signal, a preset number of 0s are added to the front of the initial subsequence to extend the signal length of the subsequence to a preset value, thereby obtaining a final subsequence.

[0195] In some embodiments, a fast Fourier transform may be performed on each subsequence of the reference signal.

[0196] In some embodiments, a fast Fourier transform may be performed on each subsequence of the error signal.

[0197] In some embodiments, the preprocessed reference signal and the preprocessed error signal may be subjected to Fourier transform respectively to obtain a frequency domain reference signal and a frequency domain error signal.

[0198] In some embodiments, the reference signal and the error signal may be preprocessed to obtain a preprocessed reference signal and a preprocessed error signal.

[0199] Preprocessing refers to a series of processing on the original signal to enhance useful information or reduce interference such as noise. For example, preprocessing may include at least one or a combination of downsampling processing, filtering processing, normalization processing, etc.

[0200] In some embodiments, the pre-processing includes down-sampling processing and filtering processing.

[0201] Downsampling refers to the process of reducing the sampling rate of a signal.

[0202] In some embodiments, the noise control module may extract one data point every first preset number from a plurality of data points in the reference signal to obtain a downsampled reference signal.

[0203] The first preset number of points can be determined based on the original sampling rate of the reference signal and the target sampling rate, the original sampling rate is greater than the target sampling rate, the original sampling rate refers to the sampling rate before downsampling, and the target sampling rate refers to the sampling rate that needs to be achieved.

[0204] In some embodiments, the preset number may be a ratio of the original sampling rate to the target sampling rate.

[0205] In some embodiments, the downsampled reference signal may be input into a low-pass filter to obtain a preprocessed reference signal.

[0206] In some embodiments, the low-pass filter may be an IIR (Infinite Impulse Response Filter) filter or a FIR (Finite Impulse Response Filter) filter, and the cutoff frequency of the low-pass filter is set to 500 Hz.

[0207] In some embodiments, the noise control module may extract one data point every second preset number from a plurality of data points in the error signal to obtain a downsampled error signal.

[0208] The second preset number of points may be determined based on an original sampling rate of the error signal and a target sampling rate.

[0209] In some embodiments, the downsampled reference signal and the downsampled error signal have the same signal length.

[0210] In some embodiments of the present specification, downsampling and filtering can improve the quality of the reference signal and the error new signal, reduce the amount of data, and simplify calculations.

[0211] Step S420: determining an update value according to the frequency domain reference signal, the frequency domain error signal and a preset step size.

[0212] The preset step size is used to control the magnitude of the filter coefficient update in each iteration.

[0213] In some embodiments, the preset step size may be a system default value, a system preset value, or a value determined according to actual conditions.

[0214] In some embodiments, a comparison table of reference vehicle speed information and reference step lengths may be established; the comparison table may be queried based on the vehicle speed information, and the reference step length obtained by the query may be used as a preset step length.

[0215] In some embodiments, the comparison table may be established based on historical data.

[0216] In some embodiments, the reference vehicle speed information and the reference step length may be determined based on historical data.

[0217] In some embodiments of the present specification, the step size is dynamically adjusted according to the vehicle speed data, so that the adaptive filter has better adaptability. Under different driving conditions, the adaptive filter can automatically adjust the update speed to obtain a suitable convergence speed.

[0218] In some embodiments, the update value can be obtained in a variety of ways based on the frequency domain reference signal, the frequency domain error signal and the preset step size. For example, the correlation between the frequency domain reference signal and the frequency domain error signal can be calculated to obtain a correlation value, and the correlation value can be adjusted based on the preset step size to determine the update value. Exemplarily, different preset step sizes correspond to different adjustment scale coefficients, and the update value is determined based on the product of the adjustment scale coefficient and the correlation value. The correlation between the two signals can be determined by calculating the correlation function. Different preset step sizes correspond to different corresponding adjustment scale coefficients, and the corresponding relationship can be determined based on prior knowledge or historical data.

[0219] The update value refers to the increment or change of the filter coefficient in the frequency domain.

[0220] In some embodiments, the update value may be determined based on the frequency domain reference signal and the frequency domain error signal. For example, the update value may be positively correlated with the product of the frequency domain reference signal and the frequency domain error signal.

[0221] In some embodiments, the frequency domain reference signal may be conjugated to obtain a conjugated reference signal;

[0222] An update value is determined based on the conjugate reference signal, the frequency domain error signal and a preset step size.

[0223] The conjugate reference signal refers to a signal obtained by performing a conjugate operation on a complex frequency domain reference signal.

[0224] In some embodiments, before obtaining the conjugate reference signal, the method further includes: determining a filtered reference signal obtained by filtering the frequency reference signal through frequency domain level path estimation.

[0225] The frequency domain reference signal is filtered by means of frequency domain secondary path estimation to obtain a filtered reference signal. The frequency domain secondary path refers to the transmission path between the control signal from the playback device to the sound collection module. The vehicle is stationary and free from other noise interference, and the secondary path test is performed as follows: a white noise signal is generated using computing software, and at the same time, it is used as the reference signal of the system to control the white noise signal played by the speaker. Based on the signal played by the speaker collected by the sound collection module and the known white noise signal, the least mean square algorithm (LMS) is used for adaptive update to calculate the secondary path estimate in the time domain, and the secondary path estimate in the time domain is fast Fourier transformed to obtain the secondary path estimate in the frequency domain. Among them, the LMS algorithm is an algorithm that uses the coefficients of the gradient descent iterative adaptive filter, and uses the filter to calculate the output signal to offset the source noise and minimize the mean square of the target error signal.

[0226] In some embodiments, the update value may be determined in a variety of ways based on the conjugate reference signal, the frequency domain error signal, and the preset step size. For example, a correlation value may be obtained based on the product of the conjugate reference signal and the frequency domain error signal, and the correlation value may be adjusted based on the preset step size to determine the update value. For another example, the update value may be determined based on the product of the conjugate reference signal, the frequency domain error signal, and the preset step size.

[0227] In some embodiments of the present specification, the correlation between the error signal and the reference signal can be calculated more accurately through the conjugate operation, thereby improving the accuracy of the determined update value and facilitating the subsequent determination of the filtering parameters.

[0228] In some embodiments, the update step size may be determined based on a ratio of a preset step size to the power of a reference signal; and the update value may be obtained based on the product of the conjugate reference signal, the frequency domain error signal and the update step size.

[0229] The update step size is the result of adjusting the preset step size.

[0230] In some embodiments of the present specification, the step size is determined by the ratio of the preset step size to the power of the reference signal, which can significantly improve the performance of the adaptive filter and dynamically adjust the step size so that the adaptive filter can maintain good convergence speed and stability under the characteristics of different vehicle speed information and different reference signals.

[0231] Step S430, updating the preset filter coefficient according to the update value to obtain the updated filter coefficient.

[0232] For more information about filter coefficients, see Figure 2 Related description.

[0233] The preset filter coefficient refers to the filter coefficient to be updated. For example, the preset filter coefficient may be the filter coefficient at the current time, or the preset filter coefficient may be the filter coefficient at other times.

[0234] The current time is the moment or time period when the reference signal and the error signal are obtained and the control signal is calculated and determined. The current time can be any time point, depending on the time when the noise control module processes the relevant instructions.

[0235] The updated filter coefficients may be parameters of the next time adaptive filter.

[0236] In some embodiments, the preset filter coefficients may be updated according to the update value, and the updated filter coefficients may be obtained in a variety of ways. For example, a linear function may be established based on the update value and the preset filter coefficients, and the updated filter coefficients may be determined based on the linear function. Exemplarily, the preset filter coefficients may be updated according to the update value based on the formula w(n+1)=w(n)+Δw(n) to obtain the updated filter coefficients.

[0237] In some embodiments, the update value may be transformed in the time domain to obtain a time domain update value; the filter coefficient at the current moment is updated according to the time domain update value obtained at each moment to obtain the updated filter coefficient at the next moment.

[0238] The time domain update value refers to the increment or change of the filter coefficient in the time domain.

[0239] In some embodiments, the filter coefficient at the current moment can be updated according to the time domain update value obtained at each moment, and the updated filter coefficient at the next moment can be obtained in a variety of ways. For example, the updated filter coefficient at the next moment can be determined by a coefficient iteration formula based on the time domain update value and the filter coefficient at the current moment.

[0240] In some embodiments, each moment includes each time point experienced by the adaptive filter when processing the reference signal and the error signal. At the above time point, the adaptive filter calculates the update value based on the input reference signal and the error signal at the current moment and the filter coefficient of the previous moment. For example, if the sampling frequency is fs, then each moment corresponds to a time point every 1 / fs seconds.

[0241] Each moment may also be a sampling moment of a reference signal, or a sampling period in which the sampling moment of the reference signal is located. The reference signal is composed of signals sampled at multiple moments.

[0242] The next moment refers to a time point after the current moment. In the adaptive filter, the update value at the current moment is used to update the filter coefficient at the current moment, and the adjusted filter coefficient is used to output the control signal at the next moment.

[0243] In some embodiments of the present specification, by updating the filter coefficients, the adaptive filter can continuously optimize its performance so that the output control signal and the reference signal can achieve the effect of interference cancellation as much as possible.

[0244] In some embodiments of the present specification, in the frequency domain, the convolution operation is simplified to a point multiplication operation, which reduces the complex convolution operation and is beneficial to improving computing efficiency and real-time processing capabilities; updating the filter coefficients in the frequency domain can enable the system to dynamically adapt to the ever-changing noise environment and improve the real-time performance of noise control.

[0245] Figure 5 is an exemplary flow chart of determining a reference signal according to some embodiments of the present specification.

[0246] In some embodiments, process 500 may be performed based on a noise control module of an in-vehicle noise control system. Figure 5 As shown, process 500 includes the following steps:

[0247] Step S510, obtaining engine speed information.

[0248] The engine's RPM information is a measure of how fast the engine is running.

[0249] In some embodiments, the performance index of the engine can be determined in a variety of ways. For example, the spectrum of the initial reference signal can be determined based on the frequency domain transformation of the initial reference signal; the fundamental frequency in the spectrum is used as the vibration frequency of the transmitter; and the engine speed information is determined based on the relationship formula between the vibration frequency and the speed. For another example, the engine speed information can be obtained based on a sensor (such as a crankshaft position sensor) set on the engine.

[0250] The initial reference signal refers to the original signal collected by the first sensor installed on the engine.

[0251] Step S520, determining the current order frequency based on the engine speed information and vibration frequency.

[0252] The order frequency of an engine refers to the vibration frequency or noise frequency that is an integer multiple of the rotation speed of the rotating parts in the engine.

[0253] In some embodiments, the current order frequency can be determined based on the vibration frequency and the rotation speed information through a preset algorithm. The preset algorithm may include a mapping formula, etc. Exemplarily, the preset algorithm is: order = vibration frequency / rotation frequency. The rotation frequency can be determined based on the rotation speed information.

[0254] Step S530, performing synthesis based on the current order frequency to obtain a reference signal, wherein the frequency of the reference signal is the current order frequency.

[0255] In some embodiments, the current order frequency is synthesized in a variety of ways to obtain a reference signal. For example, a sine wave signal corresponding to the order frequency can be generated. Exemplarily, f is the rotation frequency, and if a second-order reference signal needs to be generated, its current order frequency is 2f.

[0256] In some embodiments of the present specification, by effectively synthesizing a reference signal corresponding to the order frequency and applying it to an in-vehicle noise control system, the actual noise signal can be accurately simulated, the noise reduction effect can be improved, and the impact of engine noise on passengers in the vehicle can be reduced.

[0257] It should be noted that the above description of the process 400 and the process 500 is only for example and explanation, and does not limit the scope of application of this specification. For those skilled in the art, various modifications and changes can be made to the process under the guidance of this specification. However, these modifications and changes are still within the scope of this specification.

[0258] Figure 6 It is an exemplary schematic diagram of another in-vehicle noise control method shown in some embodiments of this specification.

[0259] like Figure 6 As shown, the vehicle interior noise control method includes:

[0260] The reference signal u(n) collected by the acceleration sensor on the vehicle is processed as follows: obtain the reference signal u(n), which is a time domain signal. Downsample the reference signal u(n) to obtain a downsampled reference signal, the purpose of which is to reduce the subsequent amount of calculation and quickly track changes in road noise. For example, the sampling rate of the reference signal collected by the acceleration sensor is Fs, and the sampling rate after downsampling is fs. In a frame of the reference signal with the original sampling rate, a point is taken at every interval of Fs / fs to form a new downsampled reference signal, thereby realizing the downsampling of the reference signal u(n). Secondly, the downsampled reference signal is subjected to Fourier transform (FFT) to obtain the reference signal U(n). Specifically, the Fourier transform vector u_fft(n) is set to a vector length of L. When the data length of the newly acquired reference signal reaches L / 2, the data of the second half of u_fft(n) with a length of L / 2 is moved to the position of the first L / 2 length, and then the new reference signal is filled to the position of the second half of the length of L / 2. The u_fft(n) is subjected to fast Fourier transform to obtain the reference signal U(n). Then, the reference signal U(n) is filtered by means of frequency domain secondary path estimation to obtain the filtered reference signal U'(n), and the filtered reference signal U'(n) is subjected to conjugate processing to obtain the processed reference signal.

[0261] The error signal e(n) collected by the sound collection module on the vehicle is processed as follows: while collecting the reference signal, the error signal e(n) collected by the sound collection module on the vehicle is obtained. The processing method of the error signal e(n) is similar to the processing method of the reference signal u(n). The error signal e(n) is downsampled to obtain the downsampled error signal. The purpose is to reduce the subsequent amount of calculation and quickly track the changes in road noise. Similarly, in a frame of error signal with the original sampling rate, a point is taken at every interval Fs / fs to form a new downsampled error signal, thereby realizing the downsampling of the error signal e(n). Then the downsampled error signal is Fourier transformed (FFT) to obtain the error signal E(n). Specifically, the Fourier transform vector e_ftt(n) is set, and the vector length is L. When the length of the newly collected error signal data reaches L / 2, the new error signal is filled to the last L / 2 positions of e_ftt(n), and the first L / 2 positions of e_ftt(n) are all set to zero. Finally, fast Fourier transform is performed on e_ftt(n) to obtain the error signal E(n).

[0262] According to the error signal E(n), the processed reference signal and the update step size μ, the update value is obtained. Exemplarily, the product between the error signal E(n), the processed reference signal and the update step size μ can be calculated to obtain the update value ΔW(n),

[0263] Update the parameters of the adaptive filter and update the adaptive filter as follows: Perform an inverse Fourier transform (IFFT) on the updated value ΔW(n) in the frequency domain to obtain the updated value Δw(n) in the time domain. Calculate the filter coefficient w(n+1)=w(n)+Δw(n) of the new adaptive filter to complete the adaptive update, where w(n+1) is the updated filter coefficient and w(n) is the filter coefficient before the update.

[0264] In some embodiments, the reference signal u(n) may be processed through the aforementioned filter to obtain a filtered signal, and then the filtered signal may be upsampled to obtain a control signal y(n), and the control signal y(n) is used to reduce noise on the reference signal.

[0265] Wherein d(n) is the actual signal of the reference signal collected by the sound collection module.

[0266] For more information about error signals, reference signals, filter coefficients, etc., please refer to the descriptions in other parts of this specification.

[0267] Figure 7 is an exemplary module diagram of an in-vehicle noise control device according to some embodiments of the present specification.

[0268] like Figure 7 As shown, one or more embodiments of this specification also provide a vehicle interior noise control device, including:

[0269] A determination module 710, configured to determine a filter coefficient based on a reference signal collected by a target sensor and an error signal collected by a sound collection module preset on the vehicle;

[0270] The noise reduction module 720 is used to process the reference signal according to the filter coefficient to obtain a control signal of the reference signal.

[0271] For more information about the above modules, see Figure 2-Figure 6 Related description.

[0272] Figure 8 is a schematic diagram of the structure of an electronic device according to some embodiments of this specification. Figure 8 As shown, the electronic device is arranged in a vehicle, such as Figure 8 As shown, Figure 8A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device 800 includes a processor 801 having one or more processing cores, a memory 802 having one or more computer-readable storage media, and a computer program stored in the memory 802 and executable on the processor. The processor 801 is electrically connected to the memory 802. It will be understood by those skilled in the art that the vehicle structure shown in the figure does not constitute a limitation on the vehicle, and may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0273] The processor 801 is the control center of the electronic device 800, and uses various interfaces and lines to connect various parts of the entire electronic device 800. By running or loading software programs and / or units stored in the memory 802, and calling data stored in the memory 802, the processor 801 executes various functions of the electronic device 800 and processes data, thereby monitoring the electronic device 800 as a whole. The processor 801 can be a processor CPU (Central Processing Unit), a graphics processor GPU (Graphics Processing Unit), a network processor (Network Processor, NP), etc., and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0274] In an embodiment of the present application, the processor 801 in the electronic device 800 will load the computer program corresponding to the process of one or more applications into the memory 802 according to the method or steps described in the above embodiment, and the processor 801 will run the application stored in the memory 802 to execute the in-vehicle noise control method.

[0275] The specific implementation of the above operations can be found in the previous embodiments, which will not be described in detail here.

[0276] Optional, such as Figure 8 As shown, the electronic device 800 further includes: a touch screen 803, a radio frequency circuit 804, an audio circuit 805, an input unit 806, and a power supply 807. The processor 801 is electrically connected to the touch screen 803, the radio frequency circuit 804, the audio circuit 805, the input unit 806, and the power supply 807, respectively. Those skilled in the art can understand that Figure 8 The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0277] The touch display screen 803 can be used to display a graphical user interface and receive operation instructions generated by the user acting on the graphical user interface. The touch display screen 803 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user and various graphical user interfaces of the vehicle, and these graphical user interfaces can be composed of graphics, text, icons, videos and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD, Liquid Crystal Display), an organic light-emitting diode (OLED, Organic Light-Emitting Diode), etc. The touch panel can be used to collect the user's touch operation on or near it (such as the user uses any suitable object or accessory such as a finger, a stylus, etc. on the touch panel or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute the corresponding program. Optionally, the touch panel may include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the user's touch orientation, detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into the touch point coordinates, and then sends it to the processor 801, and can receive the command sent by the processor 801 and execute it. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 801 to determine the type of touch event, and then the processor 801 provides a corresponding visual output on the display panel according to the type of touch event. In an embodiment of the present application, the touch panel and the display panel can be integrated into the touch display screen 803 to realize the input and output functions. However, in some embodiments, the touch panel and the touch panel can be used as two independent components to realize the input and output functions. That is, the touch display screen 803 can also be used as a part of the input unit 806 to realize the input function.

[0278] The RF circuit 804 may be used to send and receive RF signals to establish wireless communication with network devices or other vehicles through wireless communication, and to send and receive signals with network devices or other vehicles.

[0279] The audio circuit 805 can be used to provide an audio interface between the user and the vehicle through a playback microphone. The audio circuit 805 can transmit the received audio data to the playback device after converting the electrical signal into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 805 and converted into audio data, and then the audio data is output to the processor 801 for processing, and then sent to another vehicle through the radio frequency circuit 804, or the audio data is output to the memory 802 for further processing. The audio circuit 805 may also include an earplug jack to provide communication between an external headset and the vehicle.

[0280] The input unit 806 may be used to receive input numbers, character information or user feature information (such as fingerprint, iris, facial information, etc.), and generate keyboard, mouse, joystick, optical or trackball signal input related to user settings and function control.

[0281] The power supply 807 is used to supply power to various components of the electronic device 800. Optionally, the power supply 807 can be logically connected to the processor 801 through a power management device, so as to manage charging, discharging, and power consumption through the power management device. The power supply 807 can also include one or more DC or AC power supplies, recharging devices, power failure detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0282] although Figure 8 Not shown, the electronic device 800 may also include a camera, a sensor, a wireless fidelity module, a Bluetooth module, etc., which will not be described in detail here.

[0283] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0284] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned vehicle interior noise control method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 802 including program instructions, and the above-mentioned program instructions can be executed by the processor 801 of the electronic device 800 to implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0285] Or, when the instructions are executed by a computer, they are executed to implement or execute the methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0286] The present application also provides a vehicle, on which is provided an in-vehicle noise control system provided in any of the above-mentioned embodiments, and the in-vehicle noise control system is used to execute the in-vehicle noise control method provided in any of the above-mentioned embodiments; or the vehicle is provided with an in-vehicle noise control device provided in any of the above-mentioned embodiments, and the in-vehicle noise control device is used to execute the in-vehicle noise control method provided in any of the above-mentioned embodiments.

[0287] In one embodiment, the vehicle may be configured to be in a fully or partially automated driving mode. For example, the vehicle may control itself while in automated driving mode, and may determine the current state of the vehicle and its surroundings through human operation, determine the possible behavior of at least one other vehicle in the surroundings, and determine the confidence level corresponding to the possibility of the other vehicle performing the possible behavior, and control the vehicle based on the determined information. When the vehicle is in automated driving mode, the vehicle may be set to operate without human interaction.

[0288] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0289] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0290] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the embodiments of the present application have different focuses, for parts not described in detail in a certain embodiment, reference can be made to the relevant embodiments of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A method for controlling noise in a vehicle, characterized in that: The method comprises: Determine the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by the sound collection module preset on the vehicle; The reference signal is processed according to the filter coefficient to obtain a control signal of the reference signal to reduce noise.

2. The method according to claim 1, characterized in that Before determining the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by the sound collection module preset on the vehicle, the method further includes: A target sensor is determined from a plurality of initial sensors arranged on the vehicle.

3. The method according to claim 2, characterized in that The step of determining a target sensor from a plurality of initial sensors arranged on the vehicle comprises: determining the target sensor from the plurality of initial sensors according to the driving information of the vehicle; and / or The target sensor is determined from the multiple initial sensors according to the error signal collected by the sound collection module.

4. The method according to claim 3, characterized in that The vehicle driving information includes vehicle speed information and engine operating status information. The step of determining the target sensor from the plurality of initial sensors according to the driving information of the vehicle comprises: If the operating state information of the engine is running, determining the first sensor in the initial sensors as the target sensor; and / or According to the vehicle speed information and a preset threshold, a second sensor among the initial sensors is determined as a target sensor.

5. The method according to claim 4, characterized in that The first sensor is a sensor arranged on the engine, and the second sensor includes at least one of a sensor arranged on the chassis and a sensor arranged on the vehicle window.

6. The method according to claim 4, characterized in that The preset threshold includes a first preset threshold and a second preset threshold, wherein the first preset threshold is less than the second preset threshold; The step of determining the second sensor in the initial sensors as the target sensor according to the vehicle speed information and a preset threshold value includes: When the vehicle speed information is greater than the first preset threshold, determining a sensor disposed on the chassis among the initial sensors as a target sensor; and / or When the vehicle speed information is greater than the second preset threshold, a sensor disposed on the vehicle window among the initial sensors is determined as a target sensor.

7. The method according to claim 3, characterized in that The step of determining the target sensor from the plurality of initial sensors according to the error signal collected by the sound collection module comprises: Processing the error signal through a trained detection model to obtain a target noise source; According to the position information and / or frequency information corresponding to the target noise source, a target sensor corresponding to the position information and / or frequency information is determined from the multiple initial sensors.

8. The method according to claim 1, characterized in that Determining the filter coefficient according to the reference signal collected by the target sensor and the error signal collected by the sound collection module preset on the vehicle includes: Performing frequency domain transformation on the reference signal and the error signal respectively to obtain a frequency domain reference signal and a frequency domain error signal; Determining an update value according to the frequency domain reference signal, the frequency domain error signal and a preset step size; The preset filter coefficient is updated according to the update value to obtain the updated filter coefficient.

9. The method according to claim 8, characterized in that The step of determining an update value according to the frequency domain reference signal, the frequency domain error signal and a preset step size includes: Performing conjugate processing on the frequency domain reference signal to obtain a conjugate reference signal; The update value is determined based on the conjugate reference signal, the frequency domain error signal and a preset step size.

10. The method according to claim 9, characterized in that The determining the update value based on the conjugate reference signal, the frequency domain error signal and a preset step size comprises: Determining an update step size according to a ratio of the preset step size to the power of the reference signal; The update value is obtained based on the product of the conjugate reference signal, the frequency domain error signal and the update step size.

11. The method according to claim 8, characterized in that The method further comprises: Establish a comparison table of reference vehicle speed information and reference step length; The comparison table is queried based on the vehicle speed information, and the reference step length obtained by the query is used as the preset step length.

12. The method according to claim 8, characterized in that The updating of the preset filter coefficient according to the update value to obtain the updated filter coefficient includes: Performing a time domain transformation on the update value to obtain a time domain update value; The filter coefficient at the current moment is updated according to the time domain update value obtained at each moment to obtain the updated filter coefficient at the next moment.

13. The method according to claim 8, characterized in that Before performing frequency domain transformation on the reference signal and the error signal to obtain a frequency domain reference signal and a frequency domain error signal, the method further includes: The reference signal and the error signal are preprocessed respectively to obtain a preprocessed reference signal and a preprocessed error signal, wherein the preprocessing includes at least one of downsampling processing and filtering processing.

14. The method according to claim 1, characterized in that Before the reference signal collected by the target sensor, the method further includes: Get engine speed information; Determining a current order frequency based on the speed information and the vibration frequency of the engine; The reference signal is obtained by synthesizing based on the current order frequency, wherein the frequency of the reference signal is the current order frequency.

15. A vehicle interior noise control system, characterized in that: The system comprises: A noise collection module, the noise collection module comprising one or more initial sensors for collecting a reference signal on the vehicle; A sound collection module, used for collecting error signals on the vehicle; Noise control modules for: Determine the filter coefficient based on the reference signal collected by the target sensor and the error signal collected by the sound collection module preset on the vehicle; Processing the reference signal according to the filter coefficient to obtain a control signal of the reference signal to reduce noise; The playing device is used for receiving and playing the control signal.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: The computer-readable storage medium stores instructions, which, when executed by a computer, enable the computer to implement the vehicle interior noise control method according to any one of claims 1 to 14.

17. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the vehicle interior noise control method according to any one of claims 1 to 14.

18. A vehicle, characterized in that: The electronic device according to claim 17 or the in-vehicle noise control system according to claim 15 is included.

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