Noise reduction method and system, noise controller, headrest, seat, vehicle and medium

Abstract

The invention discloses an in-vehicle noise reduction method, a noise controller, an in-vehicle noise reduction system, a headrest, a seat, a vehicle and a computer readable storage medium. The in-vehicle noise reduction method comprises the steps that a time domain reference signal and a frequency domain error signal of in-vehicle noise are acquired; acquiring a frequency domain reference signal according to the time domain reference signal; obtaining an optimal weight value of each frequency band of the frequency domain reference signal; obtaining a post-iteration filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iteration step length and a previous filter coefficient; and processing the time domain reference signal by using the iterated filter coefficient, and outputting a processed result to a loudspeaker. According to the invention, a good noise reduction effect can be achieved for noise of different frequency bands.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle noise reduction, and more specifically, to an in-vehicle noise reduction method, a noise controller, an in-vehicle noise reduction system, a headrest, a seat, a vehicle, and a computer-readable storage medium. Background Art

[0002] In order to improve driving comfort and riding comfort, vehicles generally have noise reduction requirements. At present, there are two types of noise reduction methods in the car, passive noise reduction and active noise reduction. Passive noise reduction is to eliminate noise through passive methods such as sound absorption, sound insulation, and vibration isolation. This method is effective for medium and high frequency noise in the car, but the effect of eliminating low frequency noise is limited. Active noise reduction is based on the destructive interference phenomenon of sound waves. It uses an artificially added anti-noise source (secondary sound source) to make the sound waves it emits destructively interfere with the noise emitted by the noise source (primary sound source), thereby achieving noise reduction. However, the current active noise reduction method treats sound waves of all frequencies of the primary sound source indiscriminately, which also leads to better noise reduction effects for noise in some frequency bands and poor noise reduction effects for noise in other frequency bands. Summary of the invention

[0003] Embodiments of the present application provide an in-vehicle noise reduction method, a noise controller, an in-vehicle noise reduction system, a headrest, a seat, a vehicle, and a computer-readable storage medium.

[0004] The in-vehicle noise reduction method of the embodiment of the present application includes: obtaining a time domain reference signal and a frequency domain error signal of the in-vehicle noise; obtaining a frequency domain reference signal based on the time domain reference signal; obtaining the optimal weight value of each frequency band of the frequency domain reference signal; obtaining the iterative filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iteration step size and the previous filter coefficient; and using the iterative filter coefficient to process the time domain reference signal, and output the processed result to the speaker.

[0005] The noise controller of the embodiment of the present application includes a storage unit and a signal processing unit, wherein the storage unit is used to store a computer program. The signal processing unit is used to implement the following in-vehicle noise reduction method: obtaining a time domain reference signal and a frequency domain error signal of the in-vehicle noise; obtaining a frequency domain reference signal according to the time domain reference signal; obtaining an optimal weight value of each frequency band of the frequency domain reference signal; obtaining an iterative filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iteration step size and a previous filter coefficient; and using the iterative filter coefficient to process the time domain reference signal, and output the processed result to the speaker.

[0006] An embodiment of the present application also provides an in-vehicle noise reduction system, which includes a noise controller, which is used to implement the following control method: obtaining a time domain reference signal and a frequency domain error signal of the in-vehicle noise; obtaining a frequency domain reference signal based on the time domain reference signal; obtaining an optimal weight value for each frequency band of the frequency domain reference signal; obtaining an iterative filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iterative step size and a previous filter coefficient; and using the iterative filter coefficient to process the time domain reference signal, and output the processed result to the speaker.

[0007] The embodiment of the present application also provides a headrest, which includes a headrest body, a noise controller in any of the above embodiments, a reference sensor, an error sensor, or a speaker. The noise controller is mounted on the headrest body. The reference sensor is mounted on the headrest body and is used to collect a time domain reference signal of the noise inside the vehicle. The error sensor is mounted on the headrest body and is used to collect a time domain error signal of the noise inside the vehicle. And the speaker is mounted on the headrest and is used to play the anti-noise wave.

[0008] The embodiment of the present application also provides a seat, which includes a seat cushion, a backrest, a headrest in any of the above embodiments, a noise controller in any of the above embodiments, a reference sensor, an error sensor, or a speaker. The backrest is arranged on the seat cushion. The headrest is mounted on the backrest. The noise controller is mounted on the headrest. The reference sensor is mounted on the headrest and is used to collect a time domain reference signal of the noise inside the vehicle. The error sensor is mounted on the headrest and is used to collect a time domain error signal of the noise inside the vehicle. And the speaker is mounted on the headrest and is used to play anti-noise waves.

[0009] An embodiment of the present application further provides a vehicle, comprising the noise controller in any of the above embodiments, the noise control system in any of the above embodiments, the headrest in any of the above embodiments, or the seat in any of the above embodiments.

[0010] The embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the following control method when executed by a processor: obtaining a time domain reference signal and a frequency domain error signal of the interior noise of the vehicle; obtaining a frequency domain reference signal based on the time domain reference signal; obtaining an optimal weight value for each frequency band of the frequency domain reference signal; obtaining an iterative filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iterative step size and a previous filter coefficient; and using the iterative filter coefficient to process the time domain reference signal, and outputting the processed result to the speaker.

[0011] In the in-vehicle noise reduction method, noise controller, in-vehicle noise reduction system, headrest, seat, vehicle and computer-readable storage medium provided by the present application, a frequency domain reference signal of the in-vehicle noise is obtained according to the acquired time domain reference signal of the in-vehicle noise. The iterative filter coefficient is obtained according to the optimal weight value of each frequency band of the acquired frequency domain reference signal, the frequency domain reference signal, the frequency domain error signal, the preset iteration step size and the last filter coefficient, that is, for sound waves of different frequencies, the filter coefficient is updated according to different weight values ​​corresponding to different frequencies, and then the iterative filter coefficient is used to process the time domain reference signal, and the processed result is output to the speaker 16, so as to ensure that the noise controller 10 can achieve a good noise reduction effect on noises of different frequency bands.

[0012] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0014] Figure 1 is a flow chart of a method for reducing noise in a vehicle according to some embodiments of the present application;

[0015] Figure 2 is a schematic diagram of the structure of a noise controller in some embodiments of the present application;

[0016] Figure 3 is a schematic diagram of the structure of a noise controller according to some other embodiments of the present application;

[0017] Figure 4 is a schematic structural diagram of an in-vehicle noise reduction system according to other embodiments of the present application;

[0018] Figure 5 is a schematic structural diagram of a headrest in some other embodiments of the present application;

[0019] Figure 6 It is a schematic diagram of the structure of seats in other embodiments of the present application;

[0020] Figure 7 It is a schematic diagram of a process of obtaining the optimal weight value of each frequency band of the frequency domain reference signal based on the current speed, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal in the vehicle interior noise reduction method of some implementation modes of the present application;

[0021] Figure 8It is a schematic diagram of a process of obtaining filter coefficients after iteration based on a frequency domain reference signal, an optimal weight value, a frequency domain error signal, a preset iteration step size and a previous filter coefficient in a vehicle interior noise reduction method of some implementation modes of the present application;

[0022] Fig. 9 It is a schematic diagram of a flow chart of obtaining filter coefficients after iteration based on a weighted reference signal, a frequency domain error signal, a preset iteration step size and a previous filter coefficient in a vehicle interior noise reduction method of some implementation modes of the present application;

[0023] Fig.10 It is a schematic diagram of a flow chart of obtaining a time domain reference signal and a frequency domain error signal of in-vehicle noise in a method for in-vehicle noise reduction in some implementation modes of the present application;

[0024] Fig.11 is a flow chart of a method for reducing noise in a vehicle according to other embodiments of the present application;

[0025] Fig.12 It is a flow chart of constructing a preset speed-frequency band-weight coefficient relationship in a vehicle interior noise reduction method in some implementation modes of the present application;

[0026] Fig.13 It is a flow chart of determining a target frequency band to be concerned at a certain speed from multiple frequency bands of a reference spectrum in a vehicle interior noise reduction method in some implementation modes of the present application, wherein each frequency band corresponds to a preset initial weight coefficient;

[0027] Fig.14 It is a flow chart of a strategy for adjusting the weight coefficients of each frequency band in a reference spectrum by executing an active noise control algorithm, collecting residual noise data in the vehicle after the current noise reduction, and obtaining the weight coefficients of each frequency band in the reference spectrum based on the reference noise data and the current residual noise data in the vehicle interior noise reduction method of some embodiments of the present application without modifying the initial weight coefficients;

[0028] Fig.15 It is a schematic diagram of a flow chart of constructing a preset speed-frequency band-weight coefficient relationship in a vehicle interior noise reduction method in other embodiments of the present application;

[0029] Fig.16 is a schematic diagram of the structure of a vehicle according to some embodiments of the present application;

[0030] Fig.17 It is a schematic diagram of the connection status of a computer-readable storage medium and a processor in certain embodiments of the present application.

[0031] Description of main component symbols:

[0032] Vehicles 1000;

[0033] In-car noise reduction system 100;

[0034] Noise controller 10;

[0035] Signal processing unit 11; storage unit 12; power amplifier 13; reference sensor 14; error sensor 15; speaker 16; satellite positioning unit 17; first elastic connector 18; second elastic connector 19;

[0036] Headrest 20;

[0037] Headrest body 21;

[0038] Seats 30;

[0039] Backrest 31; Seat cushion 32;

[0040] Processor 40;

[0041] Computer readable storage medium 400 ; computer program 402 . DETAILED DESCRIPTION

[0042] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions from beginning to end. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of the present application, and cannot be understood as limiting the embodiments of the present application.

[0043] In order to improve driving comfort and riding comfort, vehicles generally have noise reduction requirements. At present, there are two types of noise reduction methods in the car, passive noise reduction and active noise reduction. Passive noise reduction is to eliminate noise through passive methods such as sound absorption, sound insulation, and vibration isolation. This method is effective for medium and high frequency noise in the car, but the effect of eliminating low frequency noise is limited. Active noise reduction is based on the destructive interference phenomenon of sound waves. It uses an artificially added anti-noise source (secondary sound source) to make the sound waves emitted by it destructively interfere with the noise emitted by the noise source (primary sound source), thereby achieving noise reduction. However, the current active noise reduction method treats the sound waves of all frequencies of the primary sound source indiscriminately, which also leads to better noise reduction effects for some frequency bands and poor noise reduction effects for other frequency bands. How to solve the problem of poor noise reduction effects for noise in some frequency bands caused by indiscriminate treatment of sound waves of all frequencies of the primary sound source has become a difficult problem that technicians in this field urgently need to solve. In order to solve this problem, the present application provides a method for noise reduction in a car (such as Figure 1 As shown), noise controller 10 (as Figure 2 and Figure 3 As shown), the in-vehicle noise reduction system 100 (as shown Figure 4 As shown), headrest 20 (as Figure 5 As shown), seat 200 (as Figure 6As shown), vehicle 300 (as Fig.16 ) and computer readable storage medium 400 (as shown Fig.17 shown).

[0044] See also Figures 1 to 6 The vehicle interior noise reduction method of the embodiment of the present application includes:

[0045] 02: Obtain the time domain reference signal and frequency domain error signal of the vehicle interior noise;

[0046] 03: Obtain a frequency domain reference signal based on the time domain reference signal;

[0047] 04: Obtain the optimal weight value of each frequency band of the frequency domain reference signal;

[0048] 06: Obtaining the post-iteration filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the previous filter coefficient; and

[0049] 07: The time domain reference signal is processed using the iterative filter coefficients, and the processed result is output to the speaker 16.

[0050] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100. The noise controller 10 of the embodiment of the present application includes a signal processing unit 11 and a storage unit 12 storing a computer program, wherein the signal processing unit 11 is used to: obtain a time domain reference signal and a frequency domain error signal of the in-vehicle noise; obtain a frequency domain reference signal according to the time domain reference signal; obtain the optimal weight value of each frequency band of the frequency domain reference signal; obtain the iterative filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the previous filter coefficient; and use the iterative filter coefficient to process the time domain reference signal, and output the processed result to the speaker 16.

[0051] Specifically, the noise controller 10 is a device in the vehicle for controlling the noise inside the vehicle, which can improve the ride comfort by reducing the noise interference of the driver and passengers. Generally, noise control includes the following methods: First, use a noise controller to detect the noise inside the vehicle by using a microphone and generate sound waves with opposite phases to cancel each other out, thereby effectively reducing the noise level inside the vehicle. Second, make certain modifications to the vehicle, such as using acoustic materials to absorb sound waves to reduce the propagation distance of the noise. In addition, the body, doors, floors and other parts can also be soundproofed to reduce the entry of external noise. Third, optimize the body structure, strengthen the structural rigidity and weight, thereby reducing resonance and noise. At the same time, it is also necessary to pay attention to sealing the various openings of the body, such as doors, windows, etc., to reduce the intrusion of wind noise and road noise. Fourth, improve the tire and suspension system, such as selecting low-noise tires, optimizing the tire pattern and material, to reduce the noise generated during driving. At the same time, improving the design of the suspension system and improving the shock absorption effect can also reduce the noise caused by uneven road surface. The in-vehicle noise reduction method of the present application is implemented using a noise controller 10, which includes a signal processing unit 11 and a storage unit 12 storing a computer program. The signal processing unit 11 implements methods 02, 03, 04, 05, 06, and 07 by executing the computer program in the storage unit 12.

[0052] More specifically, in Method 02 and Method 03, the time domain signal is a function sampled in the time domain, usually represented by a vector or array, which describes the change of the signal over time. The frequency domain signal is also called the Fourier signal, which is a signal obtained by Fourier transform, and its expression is a function of the frequency domain. The frequency domain signal represents various characteristics of the signal in the frequency domain, such as frequency, amplitude, phase, etc. Compared with the time domain signal, the frequency domain signal is easier to analyze and process.

[0053] More specifically, please combine Figure 4 , Figure 5 as well as Figure 6The noise controller 10 is installed on the headrest 20 of the seat 30 of the vehicle, and the noise controller 10 is also connected to a reference sensor 14 and an error sensor 15. The reference sensor 14 can obtain the time domain reference signal of the noise in the vehicle, and then transform the time domain reference signal into a frequency domain reference signal through the signal processing unit 11. The reference sensor 14 can be a microphone that can collect the original noise transmitted to the headrest from the outside. The original noise includes the noise generated by the excitation source on the vehicle, the noise from the vehicle tires, the engine noise, the noise generated by the sneezing and talking of the people in the vehicle, the noise generated by the excitation source outside the vehicle, and the external environmental noise. The reference sensor 14 provides the signal processing unit 11 with the time domain reference signal of the original noise by collecting the original noise, so that the signal processing unit 11 can obtain the output signal that can offset the original noise through a series of processing processes. The error sensor 15 can collect the time domain error signal of the error noise in the vehicle. The error sensor 15 can be a microphone that collects the noise in the noise reduction area, that is, the error noise remaining after the original noise transmitted to the headrest from the outside is superimposed on the output of the noise controller 10. The cancellation noise (i.e., anti-noise wave) output by the signal processing unit 11 through the speaker 16 may be biased, which makes it impossible for the cancellation noise to completely cancel out the original noise. The error sensor 15 collects the time domain error signal of the error noise in the vehicle, and inputs the time domain error signal of the error noise in the vehicle into the signal processing unit 11, so that the signal processing unit 11 corrects the cancellation noise output through the speaker 16 in real time, so that the cancellation noise can better cancel out the original noise, so as to improve the noise reduction effect of the noise controller 10.

[0054] It can be understood that the present application provides a method for reducing noise in a vehicle, and obtains a frequency domain reference signal of the noise in the vehicle according to the obtained time domain reference signal of the noise in the vehicle. The iterative filter coefficient is obtained according to the optimal weight value of each frequency band of the obtained frequency domain reference signal, the frequency domain reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficient, that is, for sound waves of different frequencies, the filter coefficient is updated according to different weight values ​​corresponding to different frequencies, and then the iterative filter coefficient is used to process the time domain reference signal, and the processed result is output to the speaker 16, so as to ensure that the noise controller 10 can achieve a good noise reduction effect on noises of different frequency bands.

[0055] Specifically, please combine Figure 4 , Figure 5 as well as Figure 6, the noise controller 10, the reference sensor 14, the error sensor 15 and the speaker 16 are all arranged on the headrest body 21. The headrest 20 is mounted on the backrest 31 of the seat 30, and more specifically, the headrest 20 is detachably mounted on the upper part of the backrest 31. Normally, on the one hand, the setting position of the speaker has been fixed when the vehicle leaves the factory, which makes the speaker less flexible and the noise control effect will also be affected by the speaker layout. On the other hand, the speaker also undertakes the tasks of playing music, navigation, etc., and there is mutual interference between different functions, which also reduces the noise elimination effect of the speaker. Therefore, in the present application, the headrest 20 is configured to be detachable, and the speaker 16 arranged on the headrest body 21 also has a more flexible position layout. At the same time, the speaker 16 is separately connected to the noise controller 10, and the speaker 16 is only used to eliminate noise to avoid other functions affecting the noise elimination effect of the speaker 16. The backrest 31 is arranged on the seat cushion 32. When the driver or passenger sits on the seat 30, the speaker 16 can transmit anti-noise waves for canceling the original noise to the ears of the driver or passenger, thereby ensuring that the original noise at the ears of the driver or passenger is completely canceled.

[0056] More specifically, please combine Figure 4 , Figure 5 as well as Figure 6 In method 04, the signal processing unit 11 also needs to obtain the current speed of the vehicle, so the signal processing unit 11 is also connected to a satellite positioning unit 17. The satellite positioning unit 17 can collect the position coordinates of the vehicle, and calculate the current speed of the vehicle through two adjacent position coordinates and the driving time of the vehicle between the two adjacent position coordinates. In method 06, the signal processing unit 11 updates the last filter coefficient multiple times according to the frequency domain reference signal, the optimal weight value, and the frequency domain error signal. When the number of updates reaches a preset iteration step, the last filter coefficient that has been updated multiple times is used as the post-iteration filter coefficient. In method 07, the signal processing unit 11 processes the time domain reference signal using the post-iteration filter coefficient to obtain a signal for offsetting the original noise. The signal processing unit 11 is also connected to a power amplifier 13. The signal output by the signal processing unit 11 for offsetting the original noise is amplified by the power amplifier 13 and played through the speaker 16, thereby achieving the purpose of offsetting the original noise in the vehicle.

[0057] In some embodiments, please combine Figure 4 , Figure 5 as well as Figure 6The rear of the headrest 20 is connected with a first elastic connector 18, and the opposite ends of the first elastic connector 18 extend to the front of the headrest 20 and are located on opposite sides of the headrest 20. The two speakers 16 include two speakers 16, which are respectively connected to the opposite ends of the first elastic connector 18 and are both facing the side where the seat cushion 32 is located. The two reference sensors 14 include two reference sensors 14, which are respectively installed on the two speakers 16.

[0058] In some embodiments, please combine Figure 4 , Figure 5 as well as Figure 6 Two second elastic connectors 19 are connected to the headrest 20, and one end of the two second elastic connectors 19 extends to the front of the headrest 20 and is located between the two speakers 16. The error sensor 15 includes two error sensors 15, which are respectively installed at one end of the two second elastic connectors 19 extending to the front of the headrest 20.

[0059] It is understandable that if the distance between the error sensor 15 and the speaker 16 is too close, it is easy for the signal processing process of the signal processing unit 11 to form positive feedback (i.e., to prevent the sound played by the speaker 16 from being received by the error sensor 15, and the signal played after entering the system calculation is received by the error sensor 15 again, thereby forming positive feedback, and this positive feedback will eventually cause the speaker 16 to self-excited howling. In addition, the noise in the non-target frequency band has a great impact on the system. If the distance between the error sensor 15 and the speaker 16 is too close, it is easy for a large-value burst signal to appear at the input of the signal processing unit 11, thereby causing a large error in the anti-noise wave output by the signal processing unit 11. In the present application, a certain distance is maintained between the error sensor 15 and the speaker 16 by means of the first elastic connector 18 and the second elastic connector 19, thereby avoiding the occurrence of the above-mentioned shortcomings and further improving the noise removal effect of the noise controller 10.

[0060] See also Figures 1 to 6 ,and Fig.11 , 04: Obtain the optimal weight value of each frequency band of the frequency domain reference signal, including:

[0061] 041: Get the current speed of the vehicle;

[0062] 05: Preset power threshold based on current speed, preset speed-frequency band-weight coefficient relationship and error signal power in each frequency band of frequency domain reference signal.

[0063] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: obtain the current speed of the vehicle; and preset power thresholds of the error signal power of each frequency band of the frequency domain reference signal based on the current speed, a preset speed-frequency band-weight coefficient relationship and a frequency domain reference signal.

[0064] Specifically, the signal processing unit 11 obtains the optimal weight value of each frequency band of the frequency domain reference signal according to the current speed, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal. Among them, the preset speed-frequency band-weight coefficient relationship is a corresponding relationship table pre-stored in the storage unit 12, and the preset speed-frequency band-weight coefficient relationship can represent the corresponding relationship between the vehicle speed, the frequency segment and the weight coefficient. The signal processing unit 11 obtains the optimal weight value of each frequency band of the frequency domain reference signal according to the current speed obtained in method 04 through the above-mentioned corresponding relationship table between the three.

[0065] In certain embodiments, see Figure 3 , Figure 7 and Fig.11 , 05: Obtaining the optimal weight value of each frequency band of the frequency domain reference signal based on the current speed, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal, including:

[0066] 051: Obtain the current weight value corresponding to each frequency band of the frequency domain reference signal according to the current speed and the preset speed-frequency band-weight coefficient relationship;

[0067] 053: Obtain the error signal power of each frequency band of the frequency domain reference signal;

[0068] 055: when the error signal power of a frequency band is less than the preset power threshold corresponding to the frequency band, the current weight value corresponding to the frequency band is used as the optimal weight value of the frequency band;

[0069] 057: When the error signal power of a frequency band is greater than a preset power threshold corresponding to the frequency band, the current weight value corresponding to the frequency band is set to zero and used as the optimal weight value of the frequency band.

[0070] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: obtain the current weight value corresponding to each frequency band of the frequency domain reference signal according to the current speed and the preset speed-frequency band-weight coefficient relationship; obtain the error signal power of each frequency band of the frequency domain reference signal; when the error signal power of the frequency band is less than the preset power threshold corresponding to the frequency band, use the current weight value corresponding to the frequency band as the optimal weight value of the frequency band; when the error signal power of the frequency band is greater than the preset power threshold corresponding to the frequency band, set the current weight value corresponding to the frequency band to zero and use it as the optimal weight value of the frequency band.

[0071] Specifically, in method 055 and method 057, if the error signal power of the frequency band is less than the preset power threshold corresponding to the frequency band, it indicates that the anti-noise wave output by the current signal processing unit 11 through the speaker 16 has a better effect of canceling the original noise, and the signal processing unit 11 saves the weight value corresponding to the current frequency band as the optimal weight value. In the case where the error signal power of the frequency band is greater than the preset power threshold corresponding to the frequency band, the anti-noise wave output by the signal processing unit 11 through the speaker 16 has a poor effect of canceling the original noise. At this time, it is necessary to prevent the output signal of the signal processing unit 11 from becoming a divergent output signal. The signal processing unit 11 needs to set the current weight value corresponding to the frequency band to zero and use it as the optimal weight value of the frequency band, so as to eliminate the influence of the interference of sudden high-power noise on the signal processing unit 11. For example, when a sudden high-amplitude signal is collected by the error sensor 15, the signal processing unit 11 excludes the weight value of this iteration.

[0072] In certain embodiments, see Figure 3 and Figure 8 , 06: Obtain the filter coefficient after iteration based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the previous filter coefficient, including:

[0073] 061: Filter the frequency domain reference signal to obtain a filtered reference signal;

[0074] 063: Perform weighted processing on the filtered reference signal using the optimal weight value to obtain a weighted reference signal; and

[0075] 065: Obtain the post-iteration filter coefficient based on the weighted reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficient.

[0076] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: filter the frequency domain reference signal to obtain a filtered reference signal; use the optimal weight value to weight the filtered reference signal to obtain a weighted reference signal; and obtain the post-iteration filter coefficient based on the weighted reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficient.

[0077] Specifically, in method 061, the filtering method for filtering the frequency domain reference signal is secondary path filtering. Secondary path filtering is a signal processing technology used in active noise control and adaptive filtering. The signal after secondary path filtering can generate a cancellation signal more accurately and improve the noise cancellation effect. In the present application, the signal processing unit 11 performs secondary path filtering on the frequency domain reference signal to eliminate or reduce the signal noise in the frequency domain reference signal, thereby improving the effect of eliminating the original noise of the noise controller 10. In method 063, the signal processing unit 11 uses the optimal weight value obtained in method 05 to perform weighted processing on the filtered reference signal, that is, in the processing process, different weight values ​​are assigned to sound waves of different frequencies, thereby improving the current active noise reduction method of indiscriminately processing sound waves of all frequencies of the primary sound source, ensuring that the noise controller 10 has the same good noise reduction effect on noises of different frequency bands. In method 065, the signal processing unit 11 iteratively updates the last filter coefficient based on the weighted reference signal, the frequency domain error signal and the preset iteration step size, and when the number of iterative updates reaches the preset iteration step size, the filter coefficient that has undergone multiple iteration updates is used as the post-iteration filter coefficient. The specific processing process of method 065 will be described in detail below.

[0078] In certain embodiments, see Figure 3 and Fig. 9 , 065: Obtaining the filter coefficient after iteration based on the weighted reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficient, including:

[0079] 0651: multiplying the weighted reference signal, the frequency domain error signal, and the preset iteration step size to obtain an updated value of the filter coefficient; and

[0080] 0653: The last filter coefficient is added to the updated value of the filter coefficient to obtain the iterated filter coefficient.

[0081] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: multiply the weighted reference signal, the frequency domain error signal, and the preset iteration step size to obtain the updated value of the filter coefficient; and add the previous filter coefficient and the updated value of the filter coefficient to obtain the iterated filter coefficient.

[0082] Specifically, the signal processing unit 11 obtains the updated value of the filter coefficient by multiplying the weighted reference signal, the frequency domain error signal, and the preset iteration step length, wherein the weighted reference signal, as the input signal of the filter, represents the frequency domain reference signal of different frequencies that has been weighted according to the optimal weight value, that is, it represents the original noise in the car. The frequency domain error signal represents the error between the filter output and the expected output, that is, it represents the residual error noise after the anti-noise wave output by the signal processing unit 11 through the speaker 16 and the original noise in the car cancel each other out. The preset iteration step length is a fixed parameter set by relevant personnel. The preset iteration step length is a parameter that controls the update rate of the filter coefficient, and the preset iteration step length determines the amplitude of the filter coefficient update. A smaller preset iteration step length makes the update process of the filter coefficient more stable, but requires more iterations, while a larger preset iteration step length speeds up the update process of the filter coefficient, but reduces the stability of the iteration process. In method 0651, relevant personnel will set a suitable iteration step length as the preset iteration step length. In method 0653, the signal processing unit 11 obtains the post-iteration filter coefficient by adding the previous filter coefficient to the updated value of the filter coefficient.

[0083] See also Figure 3 and Fig.10 In some implementations, 02: obtaining a frequency domain error signal of the vehicle interior noise includes:

[0084] 021: Obtaining a time domain error signal of the vehicle interior noise collected by the error sensor 15; and

[0085] 023: Perform Fourier transform on the time domain error signal to obtain a frequency domain error signal.

[0086] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: obtain the time domain error signal of the in-vehicle noise collected by the error sensor 15; and perform Fourier transform on the time domain error signal to obtain a frequency domain error signal.

[0087] Specifically, in method 023, Fourier transform is a mathematical transformation method for converting a time domain signal (time function) into a frequency domain signal (frequency function). The basic idea of ​​Fourier transform is to decompose a complex signal into a superposition of sine waves (or cosine waves) of different frequencies. Fourier transform is widely used in signal processing, image processing, communication systems and other fields. The signal processing unit 11 transforms the time domain error signal of the in-vehicle noise collected by the error sensor 15 into a frequency domain error signal by Fourier transform method, so as to facilitate subsequent signal processing.

[0088] See also Figure 3 and Fig.11In some implementations, 03: obtaining a frequency domain reference signal according to a time domain reference signal includes:

[0089] 031: Perform Fourier transform on the time domain reference signal to obtain a frequency domain reference signal.

[0090] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100 , and the signal processing unit 11 is used to perform Fourier transform on the time domain reference signal to obtain a frequency domain reference signal.

[0091] It is understandable that the signal processing unit 11 processes the time domain reference signal in a similar manner to the time domain error signal mentioned above, that is, performs Fourier transform on the time domain reference signal to obtain a frequency domain reference signal for subsequent signal processing.

[0092] In certain embodiments, see Figure 3 and Fig.11 , the noise reduction methods in the car also include:

[0093] 01: Construct a preset speed-frequency-weight coefficient relationship.

[0094] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100 , and the signal processing unit 11 is used to: construct a preset speed-frequency band-weight coefficient relationship.

[0095] Specifically, the signal processing unit 11 needs to construct a preset speed-frequency band-weight coefficient relationship before using the preset speed-frequency band-weight coefficient relationship. For example, when the current vehicle speed is 30km / h-40km / h, and when the corresponding frequency segment is 30hz-100hz (including 30hz, excluding 100hz), the corresponding weight coefficient is 0.1. When the current vehicle speed is 30km / h-40km / h, and when the corresponding frequency segment is 100hz-200hz (including 100hz, excluding 200hz), the corresponding weight coefficient is 0.15. When the current vehicle speed is 30km / h-40km / h, and when the corresponding frequency segment is 200hz-300hz (including 200hz, excluding 300hz), the corresponding weight coefficient is 0.18. And so on, until the sum of the corresponding frequency segments covers 30Hz-500Hz (including 30Hz and 500Hz), that is, the construction of the preset speed-frequency band-weight coefficient relationship when the vehicle speed is 30km / h-40km / h is completed. The signal processing unit 11 also needs to construct the preset speed-frequency band-weight coefficient relationship in the same way for situations other than 30km / h-40km / h, until the current vehicle speed in the preset speed-frequency band-weight coefficient relationship covers the common vehicle speed range (for example, 30km / h-80km / h, the common vehicle speed range can be adjusted). The specific construction process of the preset speed-frequency band-weight coefficient relationship will be explained below.

[0096] See also Figure 3 and Fig.12 In some embodiments, 01: constructing a preset speed-frequency-weight coefficient relationship, including:

[0097] 012: measuring the reference noise data of the vehicle interior noise when the vehicle 1000 is traveling at a constant speed and the maximum value of the error signal power when there is no external interference, the reference noise data including the reference spectrum;

[0098] 013: Determine the target frequency band that needs to be paid attention to at a certain speed from multiple frequency bands of the reference spectrum, and each frequency band corresponds to a preset initial weight coefficient;

[0099] 014: Without modifying the initial weight coefficient, the active noise control algorithm is executed to collect the residual noise data in the vehicle after the noise reduction, and the adjustment strategy of the weight coefficient of each frequency band in the reference spectrum is obtained based on the reference noise data and the residual noise data of this time;

[0100] 015: Modify the initial weight coefficient according to the adjustment strategy, and perform the active noise control test again, collect the residual noise data in the car after the noise reduction this time, and obtain a new adjustment strategy for the weight coefficient of each frequency band in the reference spectrum based on the new residual noise data, the residual noise data after the previous active noise reduction, and the reference noise data;

[0101] 016: Execute the previous step again according to the new adjustment strategy until the optimal weight coefficient of each frequency band at a certain speed is obtained;

[0102] 017: Change the speed value of the vehicle at a constant speed, and repeat all the above steps to obtain the optimal weight coefficient of each frequency band under each constant speed value, thereby forming a preset speed-frequency band-weight coefficient relationship.

[0103] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: measure the baseline noise data of the in-vehicle noise when the vehicle 1000 is traveling at a constant speed at a certain speed and the maximum value of the error signal power when there is no external interference, the baseline noise data includes a baseline spectrum; determine the target frequency band that needs to be paid attention to at a certain speed in multiple frequency bands of the baseline spectrum, and each frequency band corresponds to a preset initial weight coefficient; without modifying the initial weight coefficient, execute the active noise control algorithm, collect the residual noise data in the vehicle after this noise reduction, and obtain the frequency bands in the baseline spectrum based on the baseline noise data and the current residual noise data. The weight coefficient adjustment strategy is as follows: the initial weight coefficient is modified according to the adjustment strategy, and the active noise control test is performed again to collect the residual noise data in the vehicle after the noise reduction this time, and a new adjustment strategy for the weight coefficient of each frequency band in the reference spectrum is obtained based on the new residual noise data, the residual noise data after the previous active noise reduction and the reference noise data; the previous step is performed again according to the new adjustment strategy until the optimal weight coefficient of each frequency band at a certain speed is obtained; the speed value of the vehicle at a uniform speed is changed, and all the above steps are repeated to obtain the optimal weight coefficient of each frequency band at each uniform speed value, thereby forming a preset speed-frequency band-weight coefficient relationship.

[0104] Specifically, when the vehicle is at different speeds, the noise generated between the structural components of the vehicle is also different. In order to ensure the accuracy and effectiveness of the measurement data, it is necessary to ensure that the vehicle is not in a non-uniform driving state. In method 012, the signal processing unit 11 needs to measure the baseline noise data of the vehicle's interior noise and the maximum value of the error signal power when there is no external interference when the vehicle is in a uniform driving state. Among them, the baseline noise data includes a baseline spectrum, and the baseline spectrum refers to a standard spectrum used for comparison or analysis in the frequency domain signal processing process. The baseline spectrum is usually used to evaluate the frequency characteristics of other signals or to compare the differences between different signals. The baseline spectrum can be a spectrum of a known signal or a spectrum generated by a theoretical model. In methods 013 and 014, the signal processing unit 11 determines the target frequency band that needs to be paid attention to at a certain speed in multiple frequency bands of the baseline spectrum, and each frequency band corresponds to a preset initial weight coefficient. Without modifying the initial weight coefficient, the signal processing unit 11 executes the active noise control algorithm in the storage unit 12, collects the residual noise data in the car after this noise reduction, and obtains the adjustment strategy of the weight coefficient of each frequency band in the reference spectrum based on the baseline noise data and the current residual noise data. Then in method 015, the initial weight coefficient is modified according to the adjustment strategy to optimize the weight coefficient and improve the noise reduction effect of the noise controller 10. The signal processing unit 11 will perform the active noise control test again, collect the residual noise data in the car after this noise reduction, and obtain a new adjustment strategy for the weight coefficient of each frequency band in the reference spectrum based on the new residual noise data, the residual noise data after the last active noise reduction, and the baseline noise data. Afterwards, the signal processing unit 11 repeats the processing process in method 015 according to the new adjustment strategy in method 015, thereby realizing multiple optimizations of the weight coefficients until the optimal weight coefficients of each frequency band at a certain speed are converged. After completing the determination of the optimal weight coefficient at the current vehicle speed, the signal processing unit 11 will adjust the vehicle's uniform speed value and repeat the optimal weight coefficient determination process to achieve the determination of the optimal weight coefficient for different vehicle speeds, and then obtain a complete speed-frequency band-weight coefficient relationship, that is, the preset speed-frequency band-weight coefficient relationship.

[0105] See also Figure 3 and Fig.13 In some implementations, 013: determining a target frequency band to be concerned at a certain speed from among multiple frequency bands of a reference spectrum, including:

[0106] 0131: According to the frequency and amplitude in the reference spectrum at a certain speed, determine the frequency band where the main peak of the amplitude in the reference spectrum is located as the target frequency band.

[0107] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: determine the frequency band where the main peak of the amplitude in the reference spectrum is located as the target frequency band according to the frequency and amplitude in the reference spectrum at a certain speed.

[0108] It is understandable that when the speed of the vehicle changes, the frequency and amplitude of the peak value will also change, which will cause the noise controller 10 to use a fixed weight value for noise reduction. The noise reduction effect is inconsistent at different vehicle speeds. When the frequency band with the largest noise contribution switches, the target frequency band needs to be adjusted accordingly. Therefore, in the process of constructing the preset speed-frequency band-weight coefficient relationship, the signal processing unit 11 analyzes the target frequency band according to the frequency and amplitude in the reference spectrum, discards the inconspicuous small peaks of the amplitude in the reference spectrum, and uses the frequency band where the main peak of the amplitude in the reference spectrum is located as the target frequency band to ensure that the interference signal in the construction process is excluded as much as possible.

[0109] See also Figure 3 and Fig.14 In some implementations, 014: a modification strategy for obtaining a weight coefficient of each frequency band in a reference spectrum based on the reference noise data and the current residual noise data includes:

[0110] 0141: Determine the noise reduction amount of the target frequency band according to the baseline noise data and the residual noise data of this time; and

[0111] 0143: Based on the noise reduction amount of the target frequency band, determine whether the weight coefficient of a certain frequency band needs to be increased or decreased.

[0112] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: compare the baseline noise data and the current residual noise data to determine the noise reduction amount of the target frequency band; and based on the noise reduction amount of the target frequency band, determine whether it is necessary to increase or decrease the weight coefficient of a certain frequency band.

[0113] Specifically, the signal processing unit 11 compares the reference noise data and the residual noise data to determine the noise reduction amount of the target frequency band, that is, to quantify the noise reduction effect. Then, according to the noise reduction amount of the target frequency band, it is determined whether the weight coefficient of a certain frequency band needs to be increased or decreased to achieve the best noise reduction effect.

[0114] See also Figure 3 and Fig.15 In some embodiments, the vehicle interior noise reduction method further includes:

[0115] 011: Obtain the maximum value of the error signal power of each frequency band of the vehicle interior noise when the vehicle is traveling at a constant speed without external interference;

[0116] 015: A new adjustment strategy for the weight coefficients of each frequency band in the reference spectrum is obtained based on the new residual noise data, the residual noise data after the last active noise reduction, and the reference noise data, including:

[0117] 0151: Obtain the noise reduction effect according to the new residual noise data, the residual noise data after the last active noise reduction and the reference noise data;

[0118] 0153: When the error signal power of a certain frequency band is greater than the corresponding maximum value, the new adjustment strategy is to reduce or set the weight coefficient corresponding to the frequency band to zero;

[0119] 0155: When the error signal power of a certain frequency band is less than the corresponding maximum value, if the noise reduction effect improves after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to continue to increase or decrease the weight coefficient of the frequency band; if the noise reduction effect deteriorates after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to decrease or increase the weight coefficient of the frequency band.

[0120] The above-mentioned in-vehicle noise reduction method can be applied to the noise controller 10 in the in-vehicle noise reduction system 100, and the signal processing unit 11 is used to: obtain the maximum value of the error signal power of each frequency band of the in-vehicle noise when the vehicle is traveling at a constant speed without external interference; obtain the noise reduction effect according to the new residual noise data, the residual noise data after the last active noise reduction and the reference noise data; when the error signal power of a certain frequency band is greater than the corresponding maximum value, the new adjustment strategy is to reduce or set the weight coefficient corresponding to the frequency band to zero; when the error signal power of a certain frequency band is less than the corresponding maximum value, when the noise reduction effect improves after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to continue to increase or decrease the weight coefficient of the frequency band; when the noise reduction effect deteriorates after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to reduce or increase the weight coefficient of the frequency band.

[0121] Specifically, when the vehicle is at different speeds, the noise generated between the structural components of the vehicle is also different. In order to ensure the accuracy and effectiveness of the measurement data, it is necessary to ensure that the vehicle is not in a non-uniform driving state. In method 011, the signal processing unit 11 needs to measure the maximum value of the error signal power when there is no external interference when the vehicle is in a uniform driving state. In method 0151, the signal processing unit 11 compares the new residual noise data with the residual noise data and the reference noise data after the last active noise reduction to analyze the noise reduction effect. More specifically, when the error signal power of a certain frequency band is greater than the corresponding maximum value, the new adjustment strategy in the above text is to reduce or set the weight coefficient corresponding to the frequency band. When the error signal power of a certain frequency band is less than the corresponding maximum value, and the noise reduction effect becomes better after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy in the above text is to continue to increase or decrease the weight coefficient of the frequency band. When the error signal power of a certain frequency band is less than the corresponding maximum value, and the noise reduction effect deteriorates after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy in the above text is to decrease or increase the weight coefficient of the frequency band.

[0122] In summary, the present application provides a method for reducing in-vehicle noise, a noise controller, a headrest and a seat, and obtains a frequency domain reference signal of in-vehicle noise according to the obtained time domain reference signal of in-vehicle noise. The optimal weight value of each frequency band of the frequency domain reference signal is obtained according to the obtained current speed of the vehicle, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal, and the iterated filter coefficient is obtained according to the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the last filter coefficient, that is, for sound waves of different frequencies, the filter coefficient is updated according to different weight values ​​corresponding to different frequencies, and then the time domain reference signal is processed using the iterated filter coefficient, and the processed result is output to the speaker 16, so as to ensure that the noise controller 10 can achieve a good noise reduction effect on noises of different frequency bands.

[0123] In certain embodiments, see Fig.16 The present application also provides a vehicle 1000, including the in-vehicle noise reduction system 100 in any of the above embodiments, or the noise controller 10 in any of the above embodiments, or the headrest 20 in any of the above embodiments, or the seat 30 in any of the above embodiments.

[0124] See also Fig.17 In some embodiments, the present application further provides a computer-readable storage medium 400 on which a computer program 402 is stored, and when the program is executed by a processor, the control method in any of the above embodiments is implemented.

[0125] For example, when the computer program 402 is executed by the processor 40, the following control method is implemented:

[0126] 02: Obtain the time domain reference signal and frequency domain error signal of the vehicle interior noise;

[0127] 03: Obtain a frequency domain reference signal based on the time domain reference signal;

[0128] 04: Obtain the optimal weight value of each frequency band of the frequency domain reference signal;

[0129] 06: Obtaining the post-iteration filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the previous filter coefficient; and

[0130] 07: The time domain reference signal is processed using the iterative filter coefficients, and the processed result is output to the speaker 16.

[0131] For another example, when the computer program 402 is executed by the processor 40, the following control method is implemented:

[0132] 051: Obtain the current weight value corresponding to each frequency band of the frequency domain reference signal according to the current speed and the preset speed-frequency band-weight coefficient relationship;

[0133] 053: Obtain the error signal power of each frequency band of the frequency domain reference signal;

[0134] 055: when the error signal power of a frequency band is less than the preset power threshold corresponding to the frequency band, the current weight value corresponding to the frequency band is used as the optimal weight value of the frequency band;

[0135] 057: When the error signal power of a frequency band is greater than a preset power threshold corresponding to the frequency band, the current weight value corresponding to the frequency band is set to zero and used as the optimal weight value of the frequency band.

[0136] For another example, when computer program 402 is executed by processor 40, it can also implement the methods in 01, 011, 012, 013, 0131, 0133, 014, 0141, 0143, 015, 0151, 0153, 0155, 016, 017, 021, 023, 031, 041, 05, 061, 063, 065, 0651 and 0653.

[0137] In the computer-readable storage medium 400 of the present application, a frequency domain reference signal of the in-vehicle noise is obtained according to the acquired time domain reference signal of the in-vehicle noise. The optimal weight value of each frequency band of the frequency domain reference signal is obtained according to the acquired current speed of the vehicle, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal, and the iterative filter coefficient is obtained according to the frequency domain reference signal, the optimal weight value, the frequency domain error signal, the preset iteration step size and the last filter coefficient, that is, for sound waves of different frequencies, the filter coefficient is updated according to different weight values ​​corresponding to different frequencies, and then the time domain reference signal is processed using the iterative filter coefficient, and the processed result is output to the speaker 16, so as to ensure that the noise controller 10 can achieve a good noise reduction effect on noises of different frequency bands.

[0138] In the description of this specification, the descriptions with reference to the terms "certain embodiments", "in an example", "exemplarily", etc., mean that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0139] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0140] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for reducing noise in a vehicle, characterized in that: include: Obtaining a time domain reference signal and a frequency domain error signal of the interior noise of the vehicle; Acquire a frequency domain reference signal according to the time domain reference signal; Obtaining an optimal weight value for each frequency band of the frequency domain reference signal; Acquire post-iteration filter coefficients based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iteration step size, and a previous filter coefficient; and The time domain reference signal is processed using the iterative filter coefficients, and the processed result is output to a speaker (16).

2. The noise reduction method according to claim 1, characterized in that: The obtaining of the optimal weight value of each frequency band of the frequency domain reference signal includes: Get the current speed of the vehicle (1000); The optimal weight value of each frequency band of the frequency domain reference signal is obtained based on the current speed, a preset speed-frequency band-weight coefficient relationship and a preset power threshold of the error signal power of each frequency band of the frequency domain reference signal.

3. The noise reduction method according to claim 2, characterized in that: The obtaining of the optimal weight value of each frequency band of the frequency domain reference signal based on the current speed, the preset speed-frequency band-weight coefficient relationship and the preset power threshold of the error signal power of each frequency band of the frequency domain reference signal includes: Acquire a current weight value corresponding to each frequency band of the frequency domain reference signal according to the current speed and the preset speed-frequency band-weight coefficient relationship; Obtaining error signal power of each frequency band of the frequency domain reference signal; When the error signal power of the frequency band is less than the preset power threshold corresponding to the frequency band, using the current weight value corresponding to the frequency band as the optimal weight value of the frequency band; When the error signal power of the frequency band is greater than the preset power threshold corresponding to the frequency band, the current weight value corresponding to the frequency band is set to zero and used as the optimal weight value of the frequency band.

4. The noise reduction method according to claim 1, characterized in that: The obtaining the post-iteration filter coefficient based on the frequency domain reference signal, the optimal weight value, the frequency domain error signal, a preset iteration step size and the previous filter coefficient includes: Filtering the frequency domain reference signal to obtain a filtered reference signal; Using the optimal weight value to perform weighted processing on the filtered reference signal to obtain a weighted reference signal; and The post-iteration filter coefficients are obtained based on the weighted reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficients.

5. The noise reduction method according to claim 4, characterized in that: The obtaining the post-iteration filter coefficient based on the weighted reference signal, the frequency domain error signal, the preset iteration step size and the previous filter coefficient comprises: The weighted reference signal, the frequency domain error signal, and the preset iteration step length are multiplied to obtain an updated value of the filter coefficient; and The previous filter coefficient is added to the updated value of the filter coefficient to obtain the iterated filter coefficient.

6. The noise reduction method according to claim 1, characterized in that: The step of obtaining the frequency domain error signal of the vehicle interior noise includes: Acquire a time domain error signal of the vehicle interior noise collected by an error sensor (15); and A Fourier transform is performed on the time domain error signal to obtain the frequency domain error signal.

7. The noise reduction method according to claim 1, characterized in that: The acquiring a frequency domain reference signal according to the time domain reference signal comprises: Performing Fourier transform on the time domain reference signal to obtain the frequency domain reference signal.

8. The noise reduction method according to claim 1, characterized in that: Also includes: The preset speed-frequency-weight coefficient relationship is constructed.

9. The noise reduction method according to claim 8, characterized in that: The step of constructing the preset speed-frequency-weight coefficient relationship includes: Measuring reference noise data of in-vehicle noise when a vehicle (1000) is traveling at a constant speed and a maximum value of an error signal power when there is no external interference, wherein the reference noise data includes a reference frequency spectrum; Determining a target frequency band to be concerned at the certain speed from among the multiple frequency bands of the reference spectrum, each frequency band corresponding to a preset initial weight coefficient; Without modifying the initial weight coefficient, executing the active noise control algorithm, collecting residual noise data in the vehicle after the noise reduction, and obtaining an adjustment strategy for the weight coefficient of each frequency band in the reference spectrum based on the reference noise data and the residual noise data; Modifying the initial weight coefficient according to the adjustment strategy, and performing the active noise control test again, collecting residual noise data in the vehicle after the noise reduction this time, and obtaining a new adjustment strategy for the weight coefficient of each frequency band in the reference spectrum based on the new residual noise data, the residual noise data after the last active noise reduction, and the reference noise data; The previous step is performed again according to the new adjustment strategy until the optimal weight coefficient of each frequency band at the certain speed is obtained; The speed value of the vehicle traveling at a uniform speed is changed, and all the above steps are repeated to obtain the optimal weight coefficient of each frequency band at each uniform speed value, thereby forming the preset speed-frequency band-weight coefficient relationship.

10. The noise reduction method according to claim 9, characterized in that: The step of determining the target frequency band to be concerned at a certain speed from among the multiple frequency bands of the reference spectrum includes: According to the frequency and amplitude in the reference spectrum at the certain speed, a frequency band where a main peak value of the amplitude in the reference spectrum is located is determined as the target frequency band.

11. The noise reduction method according to claim 9, characterized in that: The modification strategy for obtaining the weight coefficient of each frequency band in the reference spectrum based on the reference noise data and the current residual noise data includes: Determining the noise reduction amount of the target frequency band according to the reference noise data and the current residual noise data; and Based on the noise reduction amount of the target frequency band, it is determined whether a weight coefficient of a certain frequency band needs to be increased or decreased.

12. The noise reduction method according to claim 9, characterized in that: Also includes: Obtaining the maximum value of the error signal power of each frequency band of the vehicle interior noise when the vehicle is traveling at a constant speed without external interference; The new adjustment strategy for obtaining the weight coefficients of each frequency band in the reference spectrum based on the new residual noise data, the residual noise data after the last active noise reduction, and the reference noise data includes: Obtaining a noise reduction effect according to the new residual noise data, the residual noise data after the last active noise reduction, and the reference noise data; When the error signal power of a certain frequency band is greater than the corresponding maximum value, the new adjustment strategy is to reduce or set the weight coefficient corresponding to the frequency band to zero; When the error signal power of a certain frequency band is less than the corresponding maximum value, when the noise reduction effect improves after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to continue to increase or decrease the weight coefficient of the frequency band; when the noise reduction effect deteriorates after increasing or decreasing the weight coefficient of the frequency band, the new adjustment strategy is to decrease or increase the weight coefficient of the frequency band.

13. A noise controller, characterized in that: include: A storage unit (12) storing a computer program; and A signal processing unit (11) is used to execute the computer program to implement the in-vehicle noise reduction method according to any one of claims 1 to 12.

14. The noise controller according to claim 13, characterized in that: Also includes: The power amplifier (13) is connected to the signal processing unit (11) and is used to amplify the processed result and output it to the speaker (16).

15. The noise controller according to claim 13, characterized in that: Also includes: The satellite positioning unit (17) is used to collect the position coordinates of the vehicle (1000), and the signal processing unit (11) is also used to calculate the current speed according to the position coordinates of the vehicle (1000) and the travel time of the vehicle (1000).

16. A vehicle interior noise reduction system, characterized in that: include: A noise controller as claimed in any one of claims 13 to 15.

17. The in-vehicle noise reduction system according to claim 16, characterized in that: Also includes: A reference sensor (14) for collecting a time domain reference signal of the noise inside the vehicle; An error sensor (15) is used to collect a time domain error signal of the noise inside the vehicle; and A loudspeaker (16) is provided for playing anti-noise waves.

18. A headrest for a seat, characterized in that: include: Headrest body (21); and The noise controller (10) according to any one of claims 13 to 15, wherein the noise controller (10) is mounted on the headrest body (21); A reference sensor (14) is mounted on the headrest body (21) and is used to collect a time domain reference signal of the noise inside the vehicle; An error sensor (15) is mounted on the headrest body (21) and is used to collect a time domain error signal of the noise inside the vehicle; and A loudspeaker (16) is mounted on the headrest body (21) and is used to play anti-noise waves.

19. A seat, characterized in that: include: Cushion (32); A backrest (31) is arranged on the seat cushion (32); The headrest (20) according to claim 18, wherein the headrest (20) is mounted on the backrest (31); The noise controller (10) according to any one of claims 13 to 15, wherein the noise controller (10) is mounted on the headrest (20); A reference sensor (14) is mounted on the headrest (20) and is used to collect a time domain reference signal of the noise inside the vehicle; An error sensor (15) is mounted on the headrest (20) and is used to collect a time domain error signal of the noise inside the vehicle; and A speaker (16) is mounted on the headrest (20) and is used to play anti-noise waves.

20. The seat according to claim 19, characterized in that: The headrest (20) is detachably mounted on the upper portion of the backrest (31).

21. The seat according to claim 19, characterized in that: A first elastic connecting member (18) is connected to the rear of the headrest (20), and opposite ends of the first elastic connecting member (18) respectively extend to the front of the headrest (20) and are located on opposite sides of the headrest (20); The speakers (16) include two speakers (16), which are respectively connected to opposite ends of the first elastic connecting member (18) and are both facing the side where the seat cushion (32) is located; The reference sensors (14) include two, and the two reference sensors (14) are respectively installed on the two speakers (16).

22. The seat according to claim 19, characterized in that: Two second elastic connecting members (19) spaced apart from each other are connected above the headrest (20), one end of the two second elastic connecting members (19) extending to the front of the headrest (20) and located between the two speakers (16); The error sensors (15) include two, and the two error sensors (15) are respectively mounted on one end of two second elastic connecting members (19) extending to the front of the headrest (20).

23. A vehicle, characterized in that: include: The noise controller (10) according to any one of claims 13 to 15; or The noise control system (100) according to any one of claims 16 to 17; or The headrest (20) as claimed in claim 18; or The seat (30) as claimed in any one of claims 19 to 22.

24. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor (40), the vehicle interior noise reduction method according to any one of claims 1 to 12 is implemented.

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