In-vehicle active sound synthesis method and device and vehicle

Abstract

The invention relates to the technical field of vehicle sound synthesis, in particular to an in-vehicle active sound synthesis method and device and a vehicle. The method comprises the steps that at least one driving state parameter of the vehicle is collected; determining distribution information of a plurality of sound sources for simulating engine sound based on the at least one driving state parameter; and determining a cooperative playing action of each sound source based on the distribution information, and controlling each sound source to execute the corresponding cooperative playing action so as to form a target sound wave in the vehicle. Therefore, the problem of sound fault caused by the fact that an algorithm and a hardware system of an existing particle synthesis method are low in robustness and cooperative control of multiple sound sources cannot be achieved in the prior art is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle sound synthesis technology, and in particular to a method, device and vehicle for active sound synthesis inside a vehicle. Background Technology

[0002] Particle synthesis is a commonly used method for active car sound. This method involves collecting engine sound samples from cars under different operating conditions (such as different engine speeds, throttle loads, and gears), then extracting short sound particles (usually lasting 10-100 milliseconds) from the sound track and overlapping them.

[0003] In related technologies, existing particle synthesis methods use a sound sample selected for each operating condition for playback, and the synthesized sound is played back in real time through the in-vehicle audio system.

[0004] However, while existing particle synthesis methods offer high real-time performance and low sound delay during driving, their algorithms and hardware systems are less robust, making it impossible to achieve coordinated control of multiple sound sources. This leads to problems such as sound gaps, which urgently need improvement. Summary of the Invention

[0005] This application provides a method, device, and vehicle for in-vehicle active sound synthesis to solve problems such as sound discontinuity caused by the low robustness of existing particle synthesis methods' algorithms and hardware systems and the inability to achieve coordinated control of multiple sound sources.

[0006] The first aspect of this application provides a method for synthesizing active in-vehicle sound waves, comprising the following steps: collecting at least one driving state parameter of the vehicle; determining allocation information of multiple sound sources for simulating engine sound based on the at least one driving state parameter; determining a coordinated playback action for each sound source based on the allocation information, and controlling each sound source to perform the corresponding coordinated playback action to generate a target sound wave in the vehicle.

[0007] Through the aforementioned technical means, this application embodiment can accurately determine the allocation information of multiple engine sound simulation sound sources by collecting real-time driving status parameters of the vehicle, and further plan and control the coordinated playback action of each sound source based on the allocation information. This allows the target sound generated in the vehicle to be highly synchronized with the actual driving status of the vehicle (such as speed, torque, vehicle speed, etc.). This avoids the disharmony of the sound being out of sync with the operating conditions, and ensures that the sound has a sense of layering and dynamic performance that fits the real driving scenario through the coordination of multiple sound sources. This effectively improves the accuracy and immersion of engine sound simulation, creating an auditory experience that conforms to the vehicle's operating logic for drivers and passengers.

[0008] Optionally, in one embodiment of this application, determining the allocation information of multiple sound sources for simulating engine sound based on the at least one driving state parameter includes: determining the current operating condition of the vehicle based on the at least one driving state parameter; and determining the allocation information of each sound source based on the current operating condition and a pre-established sound sample library.

[0009] Through the above-mentioned technical means, the embodiments of this application can accurately identify the current operating condition by combining the real-time driving status parameters of the vehicle, and match the allocation information of each sound source according to the pre-established sound sample library. This allows the engine sound simulated by multiple sound sources to be highly synchronized with the actual operating state of the vehicle. This ensures that the sound waves conform to the physical characteristics of different operating conditions (such as idling, acceleration, and cruising), restores the real driving auditory experience, and achieves accurate and efficient allocation of sound sources by relying on the standardized sample library. This avoids the sense of disharmony between the sound waves and the operating conditions. At the same time, it lays the adaptation foundation for subsequent multi-sound source collaborative synthesis and mixing processing, and improves the reliability and immersion of the overall sound wave simulation system.

[0010] Optionally, in one embodiment of this application, before determining the allocation information of each sound source, the method further includes: selecting sound samples according to the target period of the engine harmonic signal of the vehicle; and establishing the sound sample library based on the sound samples.

[0011] Through the above-mentioned technical means, the embodiments of this application can first screen sound samples based on the target period of the vehicle engine harmonic signal, and then establish a sound sample library based on the screened samples. This process allows the sound materials in the sample library to accurately match the core acoustic characteristics of the engine (such as the order tone and harmonic structure under a specific period), ensuring from the source that the sound materials allocated to each sound source are highly consistent with the acoustic laws of the actual operation of the engine, avoiding sound distortion caused by the disconnect between the samples and harmonic characteristics. At the same time, the sample library established with the target period as the screening standard can reduce the redundancy of invalid samples, making the allocation of sound sources more efficient and accurate during subsequent working condition matching, and laying a solid material foundation for the realism and dynamic synchronization of the final simulated engine sound.

[0012] Optionally, in one embodiment of this application, determining the coordinated playback action of each audio source based on the allocation information includes: determining the output power of the drive motor based on the actual opening of the accelerator pedal to generate an amplitude control action; generating an analog audio signal based on the allocation information and the amplitude control action, and obtaining a digital bitstream based on the analog audio signal for mixing to generate the coordinated playback action of at least some audio sources.

[0013] Through the aforementioned technical means, this application embodiment can determine the output power of the drive motor by combining the actual opening degree of the accelerator pedal to generate amplitude control actions. Then, based on the sound source allocation information and the amplitude control actions, an analog audio signal is generated and converted into a digital bitstream for mixing. Finally, a multi-sound source collaborative playback action is determined, which enables the amplitude changes of the sound source playback to accurately match the motor power output state, so that the loudness and intensity of the simulated engine sound are linked with the driving operation in real time. At the same time, the multi-sound source collaboration is achieved through digital bitstream mixing, which not only ensures the coordination and layering of the playback of each sound source, but also makes the final output sound wave conform to the dynamic response of the vehicle power change law, effectively avoiding the disharmony of the sound wave being disconnected from the driving operation and power output, and significantly improving the realism of the engine sound simulation and the driving immersion.

[0014] Optionally, in one embodiment of this application, determining the collaborative playback action of each sound source based on the allocation information further includes: setting a frequency shift change range in the frequency shift to perform frequency control and frequency shift, so that when the sound is played, the data is played using a preset storage space and delayed for a preset duration.

[0015] Through the above-mentioned technical means, the embodiments of this application can configure multi-source collaborative output for each working condition, accurately determine the weight of each sound sample by means of interpolation algorithm, and preset a reasonable frequency shift change range in frequency shift processing. This can not only enable different sound sources to achieve smooth weight allocation according to the working condition requirements, avoiding sound wave discontinuity when switching samples, but also prevent distortion caused by excessive frequency shift by controlling the frequency shift amplitude. The combination of the two can ensure that the simulated sound waves under each working condition are both close to the characteristics of the working condition (such as low-weight high-frequency samples at idle speed and high-weight dynamic samples during acceleration), and maintain the naturalness of frequency transition and the integrity of sound quality, effectively improving the coherence and realism of multi-source collaborative output, and further optimizing the sound wave experience during driving.

[0016] A second aspect of this application provides a method for synthesizing active in-vehicle sound waves, comprising: a data acquisition module for acquiring at least one driving state parameter of a vehicle; a determination module for determining allocation information of multiple sound sources for simulating engine sound based on the at least one driving state parameter; and a synthesis module for determining a coordinated playback action of each sound source based on the allocation information, and controlling each sound source to perform a corresponding coordinated playback action to generate a target sound wave in the vehicle.

[0017] Through the aforementioned technical means, this application embodiment can accurately determine the allocation information of multiple engine sound simulation sound sources by collecting real-time driving status parameters of the vehicle, and further plan and control the coordinated playback action of each sound source based on the allocation information. This allows the target sound generated in the vehicle to be highly synchronized with the actual driving status of the vehicle (such as speed, torque, vehicle speed, etc.). This avoids the disharmony of the sound being out of sync with the operating conditions, and ensures that the sound has a sense of layering and dynamic performance that fits the real driving scenario through the coordination of multiple sound sources. This effectively improves the accuracy and immersion of engine sound simulation, creating an auditory experience that conforms to the vehicle's operating logic for drivers and passengers.

[0018] Optionally, in one embodiment of this application, the determining module includes: a first determining unit, configured to determine the current operating condition of the vehicle based on the at least one driving state parameter; and a second determining unit, configured to determine the allocation information of each sound source based on the current operating condition and a pre-established sound sample library.

[0019] Through the above-mentioned technical means, the embodiments of this application can accurately identify the current operating condition by combining the real-time driving status parameters of the vehicle, and match the allocation information of each sound source according to the pre-established sound sample library. This allows the engine sound simulated by multiple sound sources to be highly synchronized with the actual operating state of the vehicle. This ensures that the sound waves conform to the physical characteristics of different operating conditions (such as idling, acceleration, and cruising), restores the real driving auditory experience, and achieves accurate and efficient allocation of sound sources by relying on the standardized sample library. This avoids the sense of disharmony between the sound waves and the operating conditions. At the same time, it lays the adaptation foundation for subsequent multi-sound source collaborative synthesis and mixing processing, and improves the reliability and immersion of the overall sound wave simulation system.

[0020] Optionally, in one embodiment of this application, it further includes: a selection module, configured to select sound samples according to the target period of the engine harmonic signal of the vehicle before determining the allocation information of each sound source; and an establishment module, configured to establish the sound sample library based on the sound samples.

[0021] Through the above-mentioned technical means, the embodiments of this application can first screen sound samples based on the target period of the vehicle engine harmonic signal, and then establish a sound sample library based on the screened samples. This process allows the sound materials in the sample library to accurately match the core acoustic characteristics of the engine (such as the order tone and harmonic structure under a specific period), ensuring from the source that the sound materials allocated to each sound source are highly consistent with the acoustic laws of the actual operation of the engine, avoiding sound distortion caused by the disconnect between the samples and harmonic characteristics. At the same time, the sample library established with the target period as the screening standard can reduce the redundancy of invalid samples, making the allocation of sound sources more efficient and accurate during subsequent working condition matching, and laying a solid material foundation for the realism and dynamic synchronization of the final simulated engine sound.

[0022] Optionally, in one embodiment of this application, the synthesis module includes: a first generation unit, configured to determine the output power of the drive motor based on the actual opening degree of the accelerator pedal, so as to generate an amplitude control action; and a second generation unit, configured to generate an analog audio signal based on the allocation information and the amplitude control action, and obtain a digital bitstream based on the analog audio signal for mixing, thereby generating the coordinated playback action of at least some of the audio sources.

[0023] Through the aforementioned technical means, this application embodiment can determine the output power of the drive motor by combining the actual opening degree of the accelerator pedal to generate amplitude control actions. Then, based on the sound source allocation information and the amplitude control actions, an analog audio signal is generated and converted into a digital bitstream for mixing. Finally, a multi-sound source collaborative playback action is determined, which enables the amplitude changes of the sound source playback to accurately match the motor power output state, so that the loudness and intensity of the simulated engine sound are linked with the driving operation in real time. At the same time, the multi-sound source collaboration is achieved through digital bitstream mixing, which not only ensures the coordination and layering of the playback of each sound source, but also makes the final output sound wave conform to the dynamic response of the vehicle power change law, effectively avoiding the disharmony of the sound wave being disconnected from the driving operation and power output, and significantly improving the realism of the engine sound simulation and the driving immersion.

[0024] Optionally, in one embodiment of this application, the synthesis module is further configured to: set a frequency shift range in the frequency shift to perform frequency control and frequency shift, so that when the sound is played, data is played using a preset storage space and delayed for a preset duration.

[0025] Through the above-mentioned technical means, the embodiments of this application can configure multi-source collaborative output for each working condition, accurately determine the weight of each sound sample by means of interpolation algorithm, and preset a reasonable frequency shift change range in frequency shift processing. This can not only enable different sound sources to achieve smooth weight allocation according to the working condition requirements, avoiding sound wave discontinuity when switching samples, but also prevent distortion caused by excessive frequency shift by controlling the frequency shift amplitude. The combination of the two can ensure that the simulated sound waves under each working condition are both close to the characteristics of the working condition (such as low-weight high-frequency samples at idle speed and high-weight dynamic samples during acceleration), and maintain the naturalness of frequency transition and the integrity of sound quality, effectively improving the coherence and realism of multi-source collaborative output, and further optimizing the sound wave experience during driving.

[0026] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the in-vehicle active sound synthesis method as described in the above embodiments.

[0027] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described in-vehicle active sound synthesis method.

[0028] A fifth aspect of this application provides a computer program product that stores a computer program that, when executed by a processor, implements the above-described in-vehicle active sound synthesis method.

[0029] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0030] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0031] Figure 1 A schematic diagram illustrating the active sound generation principle of the active sound synthesis method for automobiles; Figure 2 This is a flowchart of an in-vehicle active sound wave synthesis method according to an embodiment of this application; Figure 3 This is a schematic diagram illustrating the sound wave synthesis principle according to a specific embodiment of this application; Figure 4 This is a schematic diagram of the audio signal digitization process according to a specific embodiment of this application; Figure 5 This is a schematic diagram of a sound playback control strategy according to a specific embodiment of this application; Figure 6 This is a schematic diagram of the structure of the in-vehicle active sound synthesis device according to an embodiment of this application; Figure 7 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0032] 10 - In-vehicle active sound wave synthesis device; 100 - Acquisition module; 200 - Determination module; 300 - Synthesis module. Detailed Implementation

[0033] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0034] The following description, with reference to the accompanying drawings, outlines an in-vehicle active sound wave synthesis method, apparatus, and vehicle according to embodiments of this application. In response to the aforementioned issues mentioned in the background technology center, such as the low robustness of existing particle synthesis methods in terms of algorithms and hardware systems, and the inability to achieve collaborative control of multiple sound sources leading to sound gaps, this application provides an in-vehicle active sound wave synthesis method. This method allows for the configuration of multiple sound sources for collaborative control output in each operating condition. Weight allocation for different sound samples is determined based on an interpolation algorithm, and a reasonable frequency shift range is set in the frequency shift processing. This ensures smooth weight transitions between sound sources according to operating condition requirements, avoiding sound wave stuttering and gaps during sample switching. Furthermore, limiting the frequency shift amplitude prevents excessive frequency shifts that could cause sound distortion. The combination of these two approaches ensures that the simulated sound waves in each operating condition closely match the characteristics of the condition while maintaining the naturalness of frequency changes and the integrity of sound quality. This effectively improves the coherence and realism of the multi-sound source collaborative output, further optimizing the immersive sound wave experience during driving. During sound playback, data can be played using two storage spaces with a delay of 10ms. This improves the robustness of the algorithm while ensuring a low latency and a good driving experience, meeting the real-time requirements of in-vehicle applications. This solves the problem of sound fragmentation caused by the low robustness of existing particle synthesis methods' algorithms and hardware systems, and the inability to achieve coordinated control of multiple sound sources.

[0035] In response to the global greenhouse effect, various countries have successively promulgated relevant regulations on automobile carbon emissions. Since the carbon emissions of new energy vehicles are much lower than those of gasoline vehicles, new energy vehicles have become a key research direction for various car companies. However, compared with gasoline vehicles, driving new energy vehicles is relatively quiet and lacks the auditory feedback and driving experience of dynamic power. Therefore, active sound systems in vehicles have been developed.

[0036] The principle of active sound wave synthesis is as follows Figure 1 As shown, the CAN signal is first obtained according to the car's CAN protocol, then it is used as input for sound synthesis, and finally the synthesized sound is played back through the car's speakers.

[0037] Active sound synthesis methods for automobiles can be divided into two main categories: particle-based sound synthesis methods and order-based sound synthesis methods.

[0038] Particle synthesis is one of the most commonly used synthesis methods, offering high sound fidelity and richness. This algorithm requires recording, processing, synthesizing, and replaying real car engine sound samples. The frequency and amplitude of the active sound waves are related to the vehicle's dynamic parameters. This type of method requires collecting engine sound samples from cars under different operating conditions (such as different engine speeds, throttle loads, and gears), classifying the sound particle files according to low, mid, and high frequencies, and finally splicing them together based on different vehicle speeds, RPMs, torques, etc., before playing them through the car's speakers.

[0039] This application further improves upon existing particle synthesis algorithms by proposing a novel method for synthesizing automotive sound. This method extends the traditional pitch-synchronous overlap (PSOLA) method in speech processing by performing frequency shifting on harmonic signals in the sound source library and utilizes the specific periodicity of engine harmonic signals to ensure the continuity of the synthesized engine sound phase. In the synthesis stage, the sound samples corresponding to the changes in the target engine speed are spliced ​​together using an overlap-add algorithm.

[0040] Specifically, Figure 2 This is a flowchart illustrating an in-vehicle active sound wave synthesis method provided in an embodiment of this application.

[0041] like Figure 2 As shown, the active sound wave synthesis method inside the vehicle includes the following steps: In step S101, at least one driving status parameter of the vehicle is collected.

[0042] The vehicle's driving status parameters include, but are not limited to: engine speed, motor speed, pedal opening, torque, and other driving status parameters.

[0043] In actual implementation, the embodiments of this application can read driving status parameters such as engine speed, motor speed, pedal opening, and torque through the in-vehicle CAN bus to realize the acquisition of vehicle driving status parameters.

[0044] This application embodiment can collect driving status parameters inside the vehicle, match sample library materials, and further dynamically splice and fuse the matched sample library materials to output continuous sound waves.

[0045] In step S102, allocation information for multiple sound sources used to simulate engine sounds is determined based on at least one driving state parameter.

[0046] The allocation information can be understood as independent sound source simulation modules, which are hardware modules capable of independently processing, generating, and outputting specific sound wave signals. Each module has its own dedicated audio processing unit (such as a DSP chip), buffer space, and output channel, and can respond independently to the tasks assigned by the system (such as playing sound wave segments of a specific frequency). Multiple sound sources can work together without depending on each other; for example, front sound source modules, rear sound source modules, and low-frequency dedicated modules. After collecting driving status parameters, the sound wave generation task can be further allocated to multiple independent sound source modules. The allocation logic can adopt the principle of "working condition matching + hardware positioning". The core is to make each module "perform its own job" to avoid functional overlap or lack.

[0047] like Figure 3As shown, in the active sound synthesis of automobiles, driving status parameters such as engine speed, motor speed, pedal opening, and torque can be read through the in-vehicle CAN bus while the car is in motion. These parameters are then distributed to each independent sound source module used to simulate engine sound. Each sound source is synthesized in real time in frames, and the audio is then played out from the car's built-in speakers after passing through the mixing module and equalization module.

[0048] Specifically, in this embodiment, active engine sound output is achieved based on CAN bus parameters during vehicle operation. This can be configured as a closed-loop system of "real-time data acquisition → precise sound source allocation → frame-level synthesis → signal optimization → terminal playback". Its core value lies in transforming abstract vehicle operating data (such as speed and torque) into concrete engine sound that matches the driving scenario, while ensuring the real-time performance, naturalness, and spatial adaptability of the sound through multi-module collaboration.

[0049] Optionally, in one embodiment of this application, determining the allocation information of multiple sound sources for simulating engine sound based on at least one driving state parameter includes: determining the current operating condition of the vehicle based on at least one driving state parameter; and determining the allocation information of each sound source based on the current operating condition and a pre-established sound sample library.

[0050] In the field of automotive engineering, vehicle operating conditions refer to the "real-time operating state" of a vehicle when it is moving or stationary, defined by core operating parameters (such as engine speed, load, vehicle speed, and driving operations). Essentially, it is a standardized classification of "what the vehicle is doing and in what operating scenario," serving as the core basis for judging vehicle performance, control strategies (such as active engine sound and power distribution), and fault diagnosis.

[0051] Specifically, driving status parameters (such as engine speed, pedal opening, vehicle speed, etc.) are the core basis for determining what the vehicle is "currently doing," while "operating condition" is the "scenario-based classification" of these parameters—through the combination of multiple parameters, abstract numbers are transformed into specific driving scenarios (such as idling, rapid acceleration, cruising), providing "sound style direction" for subsequent sound source allocation; after determining the operating condition, the embodiments of this application can further combine a pre-established sound sample library (including sound materials classified according to operating condition and frequency) to assign specific output content and parameters to each independent sound source, allowing each sound source to do what it is good at, avoiding functional overlap or lack.

[0052] Through the above-mentioned technical means, the embodiments of this application can accurately identify the current operating condition by combining the real-time driving status parameters of the vehicle, and match the allocation information of each sound source according to the pre-established sound sample library. This allows the engine sound simulated by multiple sound sources to be highly synchronized with the actual operating state of the vehicle. This ensures that the sound waves conform to the physical characteristics of different operating conditions (such as idling, acceleration, and cruising), restores the real driving auditory experience, and achieves accurate and efficient allocation of sound sources by relying on the standardized sample library. This avoids the sense of disharmony between the sound waves and the operating conditions. At the same time, it lays the adaptation foundation for subsequent multi-sound source collaborative synthesis and mixing processing, and improves the reliability and immersion of the overall sound wave simulation system.

[0053] The sample library can be understood as a "structured collection of sound materials that are strongly correlated with the core acoustic features of a vehicle (such as engine sound)". Its essence is to provide a "callable, adaptable, and high-quality" raw sound data foundation for subsequent tasks such as sound wave synthesis and signal analysis.

[0054] In simple terms, the sample library is like a "sound material warehouse"—it doesn't store random audio, but rather sound segments that have been collected, filtered, and processed to accurately reflect the specific operating state of a vehicle (such as engine sounds under different speeds and operating conditions). Each segment also comes with clear "attribute tags" (such as the corresponding speed, operating condition, and frequency range) for easy retrieval on demand.

[0055] In this embodiment of the application, the material types of the sample library can be divided into: fundamental frequency material, co-frequency / harmonic material, working condition-specific material, abnormal working condition material, etc., without specific limitations.

[0056] Optionally, in one embodiment of this application, before determining the allocation information for each sound source, the method further includes: selecting sound samples based on the target period of the vehicle's engine harmonic signal; and establishing a sound sample library based on the sound samples.

[0057] For example, in this embodiment, sound can be selected based on a specific period of the engine harmonic signal. First, the fundamental frequency is determined, then the co-frequency is determined according to the ignition frequency of the gasoline engine, and then different frequencies of sound are extracted and processed. The calculation formula for the ignition excitation frequency of a four-stroke engine is as follows: (1) In the formula Engine speed, This refers to the number of cylinders.

[0058] Through the above-mentioned technical means, the embodiments of this application can first screen sound samples based on the target period of the vehicle engine harmonic signal, and then establish a sound sample library based on the screened samples. This process allows the sound materials in the sample library to accurately match the core acoustic characteristics of the engine (such as the order tone and harmonic structure under a specific period), ensuring from the source that the sound materials allocated to each sound source are highly consistent with the acoustic laws of the actual operation of the engine, avoiding sound distortion caused by the disconnect between the samples and harmonic characteristics. At the same time, the sample library established with the target period as the screening standard can reduce the redundancy of invalid samples, making the allocation of sound sources more efficient and accurate during subsequent working condition matching, and laying a solid material foundation for the realism and dynamic synchronization of the final simulated engine sound.

[0059] In step S103, the coordinated playback action of each sound source is determined based on the allocation information, and each sound source is controlled to perform the corresponding coordinated playback action to create the target sound wave inside the vehicle.

[0060] In actual execution, each independent sound source module is responsible for generating / calling a specific type of sound wave. Ultimately, through collaborative work, the output engine sound is made closer to the real driving scenario and better meets user needs.

[0061] In this embodiment, when each independent sound source module generates a sound wave, frequency control and amplitude control are performed on each sound source simultaneously. Frequency control determines the pitch / order of the sound wave, and amplitude control determines the loudness / intensity of the sound wave. The two are adjusted synchronously to ensure that the synthesized sound wave output not only conforms to the real physical characteristics, but also remains natural and harmonious under different working conditions.

[0062] In the multi-source module, frequency control and amplitude control must be "dual-track parallel and linked in real time" so that each source can independently express its characteristics while naturally blending with other sources, ultimately outputting a rich and realistic sound wave.

[0063] Optionally, in one embodiment of this application, determining the coordinated playback action of each audio source based on allocation information includes: determining the output power of the drive motor based on the actual opening of the accelerator pedal to generate an amplitude control action; generating an analog audio signal based on the allocation information and the amplitude control action, and obtaining a digital bitstream based on the analog audio signal for mixing to generate a coordinated playback action for at least some audio sources.

[0064] Specifically, the dynamic changes in the engine's order sound inside the vehicle are mainly affected by the following two aspects: Macroscopically, the overall trend of sound amplitude change is mainly influenced by the engine's output power; microscopically, subtle changes in sound amplitude, such as amplitude fluctuations and peak values ​​at certain speeds and orders, are mainly affected by the sensitivity of the transfer function of each transmission path. With a linear increase in accelerator pedal opening, when the motor speed is greater than 3000 r / min, the motor output power shows a linear increasing trend; when the motor speed is in the 1500-3000 r / min range, within an accelerator pedal opening range not exceeding 80%, the motor output power still shows a linear relationship with the accelerator pedal opening; when the motor speed is less than 1500 r / min, within an accelerator pedal opening range not exceeding 60%, the motor output power still shows a linear relationship with the accelerator pedal opening. Therefore, it can be concluded that the drive motor output power changes linearly with the accelerator pedal opening: under most driving conditions of an electric vehicle, the drive motor output power and the accelerator pedal opening show a linear relationship. Based on the above rules, when controlling amplitude, the CAN signal is selected as the input, and the relationship between the amplitude and its corresponding value is set as follows: (2) in, , , , , These are coefficients for vehicle speed, pedal opening, brake pedal, and torque, which need to be adjusted based on the driving experience. These are vehicle speed, pedal opening, brake pedal, torque, and engine speed.

[0065] As engine speed increases, the difference between the engine's order sound and the background sound generally increases linearly. The superposition of multiple sound sources requires mixing processing. Sound is converted into electrical signals by corresponding sensors, and then sampled and quantized to obtain corresponding digital audio signals. Since the frequency of the digital audio signal corresponds to the frequency of the original sound, and the amplitude corresponds to the volume of the original sound, the accumulation of digital audio signals is essentially the superposition of the original multiple sound signals. Signals that the human ear can directly perceive are analog signals. Before computer processing, they need to be sampled and quantized into digital signals, as described in the process... Figure 4 As shown.

[0066] Furthermore, assuming there are M audio streams involved in the mixing, at time t... The output of the audio data decoding is The other value range is ,in It refers to quantization accuracy, which requires output precision. Audio encoding. Assuming the convention is... The output data of the path is ,in Except other The output of the mixing result of the path, and This is the mixed output of all M channels of data. The frequency of overflow will increase as M increases. Therefore, to prevent data overflow and damage to the characteristic parameters of the voice signal, a weight can be set for each output channel. Then we have: (3) (4) In this embodiment, sound sources under different operating conditions can be placed into different channels for independent frequency and amplitude control. The output sound source under the same operating condition can be controlled by fine-grained interpolation output through signals from multiple operating conditions (such as different speeds and different loads). The control strategy for selecting which sound samples to play for each operating condition can be set as follows: (5) in The weights for each sound sample, The current engine speed of the vehicle. Let I be a set of m sound samples with rotation speeds, where I is an m-row, 1-column column vector consisting entirely of 1s.

[0067] For example, suppose there are 5 samples of the engine order signal for each operating condition. These samples are sound samples acquired when the vehicle is moving at a constant speed. In this patent, they are mapped to 5 engine speeds of the electric vehicle, set at 1000 rpm, 2000 rpm, 4000 rpm, 6000 rpm, and 8000 rpm. The speed range is determined based on the current speed, and the proportion of each sample in the synthesized sound is allocated according to weights. Therefore, the control strategy can be set as follows: (6) in, The current rotational speed, It is a column vector with 5 rows and 1 column. The weights are assigned to different sound samples.

[0068] Through the aforementioned technical means, this embodiment of the application can determine the output power of the drive motor by combining the actual opening degree of the accelerator pedal to generate amplitude control action. Then, based on the sound source allocation information and the amplitude control action, an analog audio signal is generated and converted into a digital code stream for mixing. Finally, a multi-sound source collaborative playback action is determined, which enables the amplitude change of the sound source playback to accurately match the motor power output state, so that the loudness and intensity of the simulated engine sound are linked with the driving operation (pedal control) in real time. At the same time, the multi-sound source collaboration is achieved through digital code stream mixing, which not only ensures the coordination and layering of the playback of each sound source, but also makes the final output sound wave conform to the dynamic response of the vehicle power change law, effectively avoiding the disharmony of the sound wave being disconnected from the driving operation and power output, and significantly improving the realism of the engine sound simulation and the driving immersion.

[0069] Optionally, in one embodiment of this application, determining the collaborative playback action of each sound source based on the allocation information further includes: setting a frequency shift change range in the frequency shift to perform frequency control and frequency shift, so that when the sound is played, the data is played using a preset storage space and delayed for a preset duration.

[0070] Specifically, in this embodiment, sound samples are extracted by windowing according to the periodic characteristics of the signal, ensuring that the left and right ends of the window can be connected when a period of signal is extracted. Since the selected sound samples cannot cover all frequency components, the selected samples are resampled to obtain frequencies close to the samples, avoiding distortion caused by excessive frequency changes during resampling. To obtain high-frequency components from low frequencies, the sampling points are reduced throughout the period, increasing the frequency; conversely, to obtain low-frequency sounds from high frequencies, the sampling points are increased throughout the period, decreasing the frequency.

[0071] Furthermore, embodiments of this application can set a strategy graph for the selected sound segment during playback, such as... Figure 5 As shown, the synthesized sound consists of two segments. After the first segment finishes playing, the second segment is appended to the end of segment 1. After segment 2 finishes playing, segment 1 is appended to the end of segment 2, and this looping playback achieves the shifting. When segment 2 is played, segment 2 represents the current frame data, and segment 1 represents the previous frame data. At this time, the calculated data is stored in memory segment 1, and calculation and playback are performed sequentially. A threshold is set for the data stored in the memory block. When the stored data is lower than the threshold, a CAN signal is acquired, and sound synthesis is performed. When the stored data is higher than the threshold, sound playback is performed, achieving dynamic balance and allowing some time for the algorithm to run, thus improving the robustness of the algorithm and hardware system.

[0072] Through the above-mentioned technical means, the embodiments of this application can configure multi-source collaborative output for each working condition, accurately determine the weight of each sound sample by means of interpolation algorithm, and preset a reasonable frequency shift change range in frequency shift processing. This can not only enable different sound sources to achieve smooth weight allocation according to the working condition requirements, avoiding sound wave discontinuity when switching samples, but also prevent distortion caused by excessive frequency shift by controlling the frequency shift amplitude. The combination of the two can ensure that the simulated sound waves under each working condition are both close to the characteristics of the working condition (such as low-weight high-frequency samples at idle speed and high-weight dynamic samples during acceleration), and maintain the naturalness of frequency transition and the integrity of sound quality, effectively improving the coherence and realism of multi-source collaborative output, and further optimizing the sound wave experience during driving.

[0073] The in-vehicle active sound wave synthesis method proposed in this application can configure multiple sound sources for collaborative control output for each operating condition. It determines the weight allocation of different sound samples based on an interpolation algorithm and sets a reasonable frequency shift range in frequency shift processing. This allows for a smooth weight transition between sound sources according to the operating condition requirements, avoiding sound wave stuttering or gaps during sample switching. Furthermore, it prevents sound distortion caused by excessive frequency shift by limiting the frequency shift amplitude. The combination of these two methods ensures that the simulated sound wave in each operating condition closely matches the characteristics of the condition while maintaining the naturalness of frequency changes and the integrity of sound quality. This effectively improves the coherence and realism of the multi-source collaborative output, further optimizing the immersive sound wave experience during driving. During sound playback, data can be played using two storage spaces with a 10ms delay. This improves the robustness of the algorithm while ensuring a good driving experience and low sound latency, meeting the high real-time requirements of in-vehicle applications. Therefore, this solves the problems of low robustness of existing particle synthesis methods and hardware systems, which lead to sound gaps due to the inability to achieve collaborative control of multiple sound sources.

[0074] Next, refer to the appendix. Figure 6 This application describes an in-vehicle active sound synthesis device according to an embodiment of the present application.

[0075] Figure 6 This is a block diagram of an in-vehicle active sound synthesis device according to an embodiment of this application.

[0076] like Figure 6 As shown, the in-vehicle active sound synthesis device 10 includes: a data acquisition module 100, a determination module 200, and a synthesis module 300.

[0077] The acquisition module 100 is used to acquire at least one driving status parameter of the vehicle.

[0078] The determination module 200 is used to determine the allocation information of multiple sound sources for simulating engine sounds based on at least one driving state parameter.

[0079] The synthesis module 300 is used to determine the collaborative playback action of each sound source based on the allocation information, and to control each sound source to perform the corresponding collaborative playback action in order to create the target sound wave in the car.

[0080] Optionally, in one embodiment of this application, the determining module 200 includes: a first determining unit and a second determining unit; wherein, the first determining unit is used to determine the current operating condition of the vehicle based on at least one driving state parameter; and the second determining unit is used to determine the allocation information of each sound source based on the current operating condition and a pre-established sound sample library.

[0081] Optionally, in one embodiment of this application, the in-vehicle active sound synthesis device 10 further includes: a selection module and an establishment module; wherein, the selection module is used to select sound samples according to the target period of the vehicle's engine harmonic signal before determining the allocation information of each sound source; and the establishment module is used to establish a sound sample library based on the sound samples.

[0082] Optionally, in one embodiment of this application, the synthesis module 300 includes: a first generation unit and a second generation unit; wherein, the first generation unit is used to determine the output power of the drive motor based on the actual opening degree of the accelerator pedal in order to generate an amplitude control action; the second generation unit is used to generate an analog audio signal based on the allocation information and the amplitude control action, and obtain a digital bitstream based on the analog audio signal for mixing, thereby generating a coordinated playback action of at least some audio sources.

[0083] Optionally, in one embodiment of this application, the synthesis module 300 is further configured to: set a frequency shift range in the frequency shift to perform frequency control and frequency shift, so that when the sound is played, the data is played using a preset storage space and delayed for a preset duration.

[0084] It should be noted that the foregoing explanation of the embodiment of the in-vehicle active sound wave synthesis method also applies to the in-vehicle active sound wave synthesis device of this embodiment, and will not be repeated here.

[0085] The in-vehicle active sound wave synthesis device proposed in this application can configure multiple sound sources for collaborative control output for each operating condition. It determines the weight allocation of different sound samples based on an interpolation algorithm and sets a reasonable frequency shift range in frequency shift processing. This allows each sound source to achieve a smooth weight transition according to the operating condition requirements, avoiding sound wave stuttering or gaps during sample switching. Furthermore, it prevents sound distortion caused by excessive frequency shift by limiting the frequency shift amplitude. The combination of these two aspects ensures that the simulated sound wave in each operating condition not only conforms to the characteristics of the operating condition but also maintains the naturalness of frequency changes and the integrity of sound quality, effectively improving the coherence and realism of the multi-sound source collaborative output, and further optimizing the immersive sound wave experience during driving. During sound playback, data can be played using two storage spaces with a delay of 10ms, thereby improving the robustness of the algorithm while ensuring a good driving experience and low sound latency, meeting the requirements of real-time in-vehicle applications. Therefore, it solves the problems of sound gaps caused by the low robustness of existing particle synthesis methods and hardware systems, which cannot achieve collaborative control of multiple sound sources, in related technologies.

[0086] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0087] When the processor 702 executes the program, it implements the in-vehicle active sound synthesis method provided in the above embodiments.

[0088] Furthermore, the vehicle also includes: Communication interface 703 is used for communication between memory 701 and processor 702.

[0089] The memory 701 is used to store computer programs that can run on the processor 702.

[0090] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0091] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0092] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0093] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0094] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described in-vehicle active sound synthesis method.

[0095] This application also provides a computer program product storing a computer program that, when executed by a processor, implements the above-described in-vehicle active sound synthesis method.

[0096] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0097] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0098] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0099] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0100] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0101] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0102] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0103] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for synthesizing active in-vehicle sound waves, characterized in that, Includes the following steps: Collect at least one driving status parameter of the vehicle; Based on the at least one driving state parameter, the allocation information of multiple sound sources used to simulate engine sound is determined; Based on the allocation information, the coordinated playback action of each sound source is determined, and each sound source is controlled to perform the corresponding coordinated playback action to create the target sound wave inside the vehicle.

2. The method according to claim 1, characterized in that, The step of determining the allocation information of multiple sound sources for simulating engine sound based on the at least one driving state parameter includes: The current operating condition of the vehicle is determined based on the at least one driving state parameter. Based on the current operating conditions and the pre-established sound sample library, the allocation information for each sound source is determined.

3. The method according to claim 2, characterized in that, Before determining the allocation information for each sound source, the process also includes: Sound samples are selected based on the target period of the vehicle's engine harmonic signal; The sound sample library is established based on the sound samples.

4. The method according to claim 1, characterized in that, The step of determining the coordinated playback action for each audio source based on the allocation information includes: Based on the actual opening of the accelerator pedal, the output power of the drive motor is determined to generate amplitude control action; Based on the allocation information and the amplitude control action, an analog audio signal is generated, and a digital bitstream is obtained based on the analog audio signal for mixing, thereby generating the coordinated playback action of at least a portion of the audio sources.

5. The method according to claim 4, characterized in that, The step of determining the coordinated playback action for each audio source based on the allocation information further includes: In frequency shifting, the frequency shift range is set to control and shift the frequency, so that when the sound is played, the data is played using the preset storage space and delayed for a preset duration.

6. An in-vehicle active sound wave synthesis device, characterized in that, include: The data acquisition module is used to collect at least one driving status parameter of the vehicle. The determining module is used to determine the allocation information of multiple sound sources for simulating engine sound based on the at least one driving state parameter; The synthesis module is used to determine the collaborative playback action of each sound source based on the allocation information, and control each sound source to perform the corresponding collaborative playback action to generate the target sound wave in the vehicle.

7. The apparatus according to claim 6, characterized in that, The determining module includes: The first determining unit is used to determine the current operating condition of the vehicle based on the at least one driving state parameter. The second determining unit is used to determine the allocation information of each sound source based on the current working condition and the pre-established sound sample library.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the in-vehicle active sound synthesis method as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the in-vehicle active sound synthesis method as described in any one of claims 1-5.

10. A computer program product, characterized in that, It includes a computer program, which is executed to implement the in-vehicle active sound synthesis method as described in any one of claims 1-5.

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