Vehicle and control method thereof

Abstract

A vehicle and a method of controlling the same are provided, the vehicle including: a sound output unit including a first speaker mounted at a front surface of an exterior of the vehicle and a second speaker mounted at a rear surface of the exterior of the vehicle; a sensor unit configured to collect vehicle driving information and object recognition information; a first processing unit configured to generate a reference sound using the vehicle driving information and the object recognition information, a second processing unit configured to generate a first sound and a second sound using the reference sound; and a third processing unit configured to control the first speaker to output the first sound and control the second speaker to output the second sound.

Description

[0001] Related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2024-0160037, filed on November 12, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure generally relates to automotive engineering, and more specifically, to systems and methods for generating and controlling vehicle sound output based on various sensor inputs. This disclosure utilizes external speakers, sensor units, and signal processing units to generate customized audio signals according to the vehicle's driving conditions and detected objects. Background Technology

[0004] As the development of electric vehicles continues to advance rapidly, the demand for sounds that differ from those of traditional internal combustion engine vehicles is growing. Internal combustion engine vehicles naturally produce engine noise while driving, but because electric vehicles do not have engine noise, they are significantly quieter in motion. This reduced noise makes it harder for pedestrians or other drivers to spot approaching electric vehicles, creating a need for artificially generated sounds to enhance safety.

[0005] To address this issue, a technology has emerged that involves mounting front and rear speakers on the exterior of electric vehicles to generate and output artificial driving sounds as the vehicle moves. When the vehicle is in motion, the speakers emit a constant engine or drive sound to notify pedestrians and other vehicles of the vehicle's movement. This technology is primarily based on achieving a uniform driving sound by outputting the same sound from both the front and rear speakers of the vehicle. The method simply focuses on notifying the vehicle of its movement by simultaneously playing the same sound from both the front and rear speakers.

[0006] However, existing solutions typically focus on simply notifying others of a vehicle's presence through sound output and offering limited ability to adjust or dynamically adapt the sound based on various driving conditions or situations.

[0007] In addition, sound output at the same frequency and volume can be used to notify that a vehicle is moving, but sound is insufficient in conveying detailed information such as the vehicle's speed or direction.

[0008] Therefore, a more advanced approach is needed that can clearly convey the vehicle's driving status through different and high-performance sound effects. Summary of the Invention

[0009] This disclosure aims to provide a vehicle capable of maximizing high-performance sound effects suitable for various driving situations by independently adjusting the sound output from the vehicle's front and rear speakers, as well as a method for controlling the vehicle.

[0010] According to some exemplary embodiments of this disclosure, a vehicle including a sound output unit is provided. The sound output unit includes a first speaker mounted at the front of the vehicle exterior and a second speaker mounted at the rear of the vehicle exterior; a sensor unit configured to collect vehicle driving information and object recognition information; a first processing unit configured to generate a reference sound using the vehicle driving information and the object recognition information; a second processing unit configured to generate each of a first sound to be played from the first speaker and a second sound to be played from the second speaker using the reference sound; and a third processing unit configured to control the first speaker to output the first sound and control the second speaker to output the second sound.

[0011] The second processing unit can generate a first sound and a second sound based on vehicle driving information and object recognition information.

[0012] The second processing unit can generate a first sound and a second sound by modulating the frequency of a reference sound.

[0013] The second processing unit can modulate the frequency of the reference sound so that the frequencies of the first sound and the second sound are different from each other.

[0014] When the vehicle is driving in the city or on the highway during the day, the second processing unit can generate a first sound by increasing the frequency of the reference sound and generate a second sound by decreasing the frequency of the reference sound.

[0015] When the vehicle is driving in a residential area at night, the second processing unit can generate the first sound and the second sound by reducing the volume of the reference sound.

[0016] When a pedestrian is detected in the direction of the vehicle's travel, the second processing unit can generate a first sound by increasing the frequency and volume of the reference sound and generate a second sound by decreasing the frequency and volume of the reference sound.

[0017] The second processing unit can generate a first sound and a second sound by adjusting the frequency and volume of the reference sound according to the mode set through the user interface unit.

[0018] The first and second sounds can be different in at least one aspect, namely frequency and volume.

[0019] The second processing unit can generate a first sound and a second sound with different frequencies of interference sound by adjusting the frequency of the reference sound to a preset range.

[0020] According to other exemplary embodiments of this disclosure, a method for controlling a vehicle is provided, comprising: collecting vehicle driving information and object recognition information by a sensor unit; generating a reference sound using the vehicle driving information and the object recognition information by a first processing unit; generating each of a first sound played from a first speaker mounted at the front of the exterior of the vehicle and a second sound played from a second speaker mounted at the rear of the exterior of the vehicle by a second processing unit; and controlling the first speaker to output the first sound and controlling the second speaker to output the second sound by a third processing unit.

[0021] The generation may include generating a first sound and a second sound based on vehicle driving information and object recognition information.

[0022] The generation may include generating a first sound and a second sound by modulating the frequency of a reference sound.

[0023] The generation may include modulating the frequency of a reference sound such that the frequencies of the first sound and the second sound are different from each other.

[0024] The generation may include: generating a first sound by increasing the frequency of a reference sound and generating a second sound by decreasing the frequency of the reference sound when the vehicle is driving in the city or on a highway during the day.

[0025] The generation may include: generating a first sound and a second sound by reducing the volume of a reference sound when the vehicle is driving in a residential area at night.

[0026] The generation may include: when a pedestrian is detected in the direction of travel of the vehicle, generating a first sound by increasing the frequency and volume of a reference sound through a second processing unit, and generating a second sound by decreasing the frequency and volume of the reference sound through a second processing unit.

[0027] The generation may include: generating a first sound and a second sound by adjusting the frequency and volume of a reference sound according to a mode set by a user interface unit through a second processing unit.

[0028] The first and second sounds can be different in at least one aspect, namely frequency and volume.

[0029] The generation may include producing a first sound and a second sound with different frequencies of interference sound by adjusting the frequency of a reference sound to a preset range. Attached Figure Description

[0030] The above and other objects, features, and advantages of this disclosure will become more apparent to those skilled in the art from the detailed description of exemplary embodiments thereof with reference to the accompanying drawings, wherein:

[0031] Figure 1This is a diagram illustrating a vehicle that transmits and receives data in communication with another device according to some embodiments of the present disclosure;

[0032] Figure 2 This is a diagram illustrating modules constituting a vehicle according to some embodiments of the present disclosure;

[0033] Figure 3 It is a diagram used to illustrate the operation of a vehicle according to some embodiments of the present disclosure;

[0034] Figure 4 This is a flowchart illustrating an example method for generating and controlling reference sounds in a vehicle according to some embodiments of the present disclosure;

[0035] Figure 5 This is a schematic diagram illustrating how a second processing unit, according to some embodiments of the present disclosure, performs two different audio outputs from a reference sound;

[0036] Figure 6 This is a schematic diagram illustrating how a third processing unit, according to some embodiments of the present disclosure, manages the output of the first and second sounds via an external speaker.

[0037] Figure 7 This is a flowchart illustrating how a system according to some embodiments of the present disclosure dynamically adjusts sound parameters based on various driving scenarios; and

[0038] Figure 8 This is a flowchart of a method for controlling a vehicle according to some embodiments of the present disclosure. Detailed Implementation

[0039] In the following, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0040] However, the technical concept of this disclosure is not limited to the described embodiments, but can be implemented in various different forms, and within the scope of the technical concept of this disclosure, one or more of the components in the embodiments can be used by selective combination and substitution.

[0041] Furthermore, unless specifically defined and described, the terms (including technical and scientific terms) used in the embodiments of this disclosure are to be interpreted as meaning commonly understood by one of ordinary skill in the art to which this disclosure pertains, and common terms such as those defined in dictionaries may be interpreted in light of the contextual meaning of the prior art.

[0042] The terminology used in the embodiments of this disclosure is for descriptive purposes only and is not intended to limit the disclosure.

[0043] In this specification, unless the context clearly indicates otherwise, the singular form may include the plural form, and when described as “at least one (or one or more) of A, B, and / or C”, it may include one or more of all possible combinations of A, B, and C.

[0044] Furthermore, when describing components of embodiments of this disclosure, terms such as first, second, A, B, (a), (b) may be used.

[0045] These terms are used only to distinguish components from other components, and the nature, order, or sequence of components are not limited by these terms.

[0046] Furthermore, when a component is described as “connected,” “coupled,” or “connected” to another component, the component is not only directly connected, coupled, or connected to another component, but also “connected,” “coupled,” or “connected” to another component, wherein the other component is still positioned between the component and the other component.

[0047] Furthermore, when a component is described as being formed or positioned "on (above) or below (below) another component," the term "on (above) or below (below)" includes not only when the two components are in direct contact with each other, but also when one or more other components are formed or positioned between the two components. Additionally, when a component is described as "on (above) or below (below)," the description may include meanings based on the upward and downward directions of the component.

[0048] It should be understood that, as used herein, the terms “vehicle” or “of a vehicle” or other similar terms include motor vehicles in a broad sense, such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, boats (including various vessels and ships), aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., SUVs derived from resources other than petroleum). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as a gasoline-powered and an electric vehicle.

[0049] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to also include the plural forms. These terms are intended only to distinguish one component from another, and these terms do not limit the nature, order, or sequence of the constituent components. It should also be understood that when the terms “comprises” and / or “comprising” are used in this specification, they specify the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly stated otherwise, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply inclusion of the stated elements, but do not exclude any other elements. Furthermore, the terms “unit,” “-er,” “-or,” and “module” described in the specification refer to a unit for performing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

[0050] Although the exemplary embodiments are described as using multiple units to perform exemplary processes, it should be understood that the exemplary processes can also be performed by one or more modules. Furthermore, it should be understood that the term controller / control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to perform the processes described herein. The memory is configured to store modules, and the processor is specifically configured to execute said modules to perform one or more processes further described below.

[0051] Furthermore, the control logic of this disclosure may be embodied in a non-volatile computer-readable medium containing executable program instructions that can be executed by a processor, controller, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable medium may also be distributed across a network-coupled computer system, enabling it to be stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0052] Unless otherwise specified or obvious from the context, as used herein, the term “about” should be understood as being within the normal tolerance range in the field, such as within 2 standard deviations of the mean. “About” can be understood as being within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless the context otherwise clarifies, all numerical values ​​provided herein are modified by the term “about”.

[0053] As used in this article, “reference sound” refers to a basic audio signal or baseline tone generated based on vehicle driving information and object recognition information, which is used as a source for generating other output sounds.

[0054] As used herein, the term "mode" refers to user-selectable or system-determined operational settings that affect how reference sound is processed.

[0055] As used herein, the term “user interface unit” refers to any device or software interface (e.g., dashboard touchscreen, mobile application, or control panel) that allows an operator or passenger to interact with the vehicle’s audio output settings, change system modes, or input preferences related to the sounds generated by the processing unit.

[0056] In the following description, embodiments will be described in detail with reference to the accompanying drawings, but the same or similar parts will be indicated by the same reference numerals regardless of the reference numerals, and redundant descriptions will be omitted.

[0057] In the following text, reference will be made to Figure 1 and Figure 2 Describe the vehicle. Figure 1 This is a diagram showing a vehicle transmitting and receiving data through communication with another device.

[0058] Reference Figure 1The vehicle 100 can be powered by either electricity or fossil fuels. In the case of electricity, the vehicle 100 can be a purely battery-based vehicle, for example, powered solely by a high-voltage battery, or it can utilize a gas-based fuel cell as its energy source. Furthermore, the fuel cell can use various types of gases capable of generating electricity, and for example, the vehicle 100 can be filled with a liquefied gas. Here, as an example, the gas could be hydrogen. However, the gas is not limited to this, and various gases can be used. In the case of fossil fuels, the vehicle 100 is powered by fuels such as gasoline, diesel, or liquefied petroleum gas (LPG), and can be equipped with an internal combustion engine that drives the actuation unit 116 through the combustion of fuel. The engine can be included in the energy generation unit 110 in terms of providing driving power to the wheels of the wheel drive unit 118. As another example, the vehicle 100 can drive the actuation unit 116 by selectively utilizing energy from a fossil fuel-based internal combustion engine and a battery, and can be a hybrid vehicle.

[0059] Vehicle 100 can refer to a mobile device. Vehicle 100 is a ground vehicle that travels on the ground and can be a typical bus, commercial vehicle, special purpose vehicle (PBV), etc. Vehicle 100 can be a four-wheeled vehicle, such as a bus, sport utility vehicle (SUV), or light truck, or it can be a vehicle with more than four wheels, such as a bus, large truck, container truck, heavy equipment vehicle, etc. Here, ground vehicle can be referred to as any vehicle including vehicles that move underground and vehicles that move on land. Vehicle 100 can be a robot in a broad sense, such as a mobile device, and the robot can move using wheels, tracks, or other mobile modules. In this disclosure, ground mobility devices such as ground vehicles are mainly described, but unless contradicted by this disclosure, this embodiment can also be applied to air mobility devices such as AAMs, aircraft, etc., and water mobility devices such as ships, submarines, etc.

[0060] Vehicle 100 can be controlled and driven by autonomous driving, which can be implemented as semi-autonomous or fully autonomous driving. Fully autonomous driving can be set to automatic movement, wherein the processor 130 of vehicle 100 maintains full control without user intervention, even when driving conditions are uncertain. Semi-autonomous driving can be provided as autonomous movement requiring driver intervention depending on specific driving conditions. Semi-autonomous driving can be implemented such that, when the aforementioned conditions occur, the processor 130 transfers control to the user by disabling autonomous driving, thereby allowing the user to perform manual driving. According to the levels of autonomous driving defined by the Society of Automotive Engineers (SAE), semi-autonomous driving can correspond to autonomous driving levels 1 to 4, and fully autonomous driving can correspond to level 5.

[0061] Simultaneously, vehicle 100 can communicate with other devices or other vehicles 400. Other devices may include, for example, a server 200 supporting various controls, status management, and driving functions of vehicle 100; an Intelligent Transportation System (ITS) device 300 for receiving information from the ITS; and various types of user devices. Server 200 may be, for example, an external device operated by the vehicle manufacturer or configured to serve autonomous driving, and can receive connection data from vehicle 100 or transmit data required for autonomous driving. In response to requests and data transmitted from vehicle 100 and user devices, server 200 can transmit various information and software modules to vehicle 100 for controlling vehicle 100 to support autonomous driving and various services of vehicle 100.

[0062] The ITS device 300 can be, for example, a roadside unit (RSU), and the ITS device 300 can exchange vehicle identification data, driving control and status data, environmental data around the vehicle, map data, etc., with the vehicle-to-infrastructure (V2I) communication of vehicle 100 to assist the user in driving his or her own vehicle or support the autonomous driving of vehicle 100. Vehicle 100 can support manual driving or autonomous driving by exchanging the data listed above with other vehicles 400 through vehicle-to-vehicle (V2V) communication.

[0063] Vehicle 100 can communicate with other vehicles or other devices based on cellular communication, in-vehicle wireless access (WAVE) communication, dedicated short-range communication (DSRC), short-range communication, or other communication methods.

[0064] For example, vehicle 100 can use cellular communication networks (e.g., LTE or 5G), WiFi communication networks, WAVE communication networks, etc., to communicate with server 200, ITS device 300, and other vehicles 400. As another example, DSRC or similar devices used in vehicle 100 can be used for communication between vehicles. The communication methods between vehicle 100, server 200, ITS device 300, other vehicles 400, and user devices are not limited to the embodiments described above.

[0065] Figure 2 This is a diagram showing a module constituting a vehicle according to one embodiment of the present disclosure.

[0066] The vehicle 100 may include a first sensor unit 102, an operation unit 106, a display 108, a load device 114, and a transmit / receive unit 112.

[0067] The first sensor unit 102 may be equipped with various types of detectors to detect various states and situations occurring in the external environment, internal systems, user operations, and vehicle space of the vehicle 100.

[0068] Specifically, the first sensor unit 102 may be equipped with an externally oriented camera 104a, a lidar sensor 104b, a radar sensor 104c, etc., to identify dynamic and static objects existing outside the vehicle 100. When the vehicle 100 is in use, the camera 104a can identify the external object as an image, generate image data, and transmit the image data to the processor 130. The lidar sensor 104b can generate point cloud data as identification data for the external object and transmit the point cloud data to the processor 130 to generate 3D spatial information that identifies at least the shape of the external object. To determine the presence of the external object and its relative distance, speed, direction, etc., the radar sensor 104c can transmit radio waves of a specific frequency around the vehicle 100 and generate radar data from the radio waves reflected from the external object. In this disclosure, the first sensor unit is shown to have a lidar sensor 104b, but in other embodiments, the lidar sensor 104b may not be installed.

[0069] The first sensor unit 102 can generate object recognition information based on sensing data. The object recognition information may include information about the existence of an object, information about the object's location, information about the distance between the vehicle 100 and the object, and information about the relative speed between the vehicle 100 and the object. In this embodiment, the external object can be various objects related to the operation of the vehicle 100.

[0070] The second sensor unit 103 may be equipped with a positioning sensor 104d, a wheel sensor 104e, an attitude sensor 104f, etc., to confirm its own position, speed, driving posture, etc. The attitude sensor 104f may include a gyroscope sensor, an angular velocity sensor, an acceleration sensor, etc. The attitude sensor may be an inertial measurement unit (IMU) sensor and may be equipped with a 3-axis accelerometer and a 3-axis gyroscope. The attitude sensor can measure the acceleration of the vehicle 100 in the direction of travel (x), the acceleration in the lateral direction (y), and the acceleration in the height direction (z), as well as yaw, pitch, and roll as the vehicle's angular velocity.

[0071] The second sensor unit 103 can generate vehicle driving information based on the sensing data. Vehicle driving information can be generated based on data detected by various sensors installed inside the vehicle. For example, vehicle driving information may include vehicle attitude information, vehicle speed information, vehicle tilt information, vehicle weight information, vehicle direction information, vehicle battery information, vehicle fuel information, vehicle tire pressure information, vehicle steering information, vehicle interior temperature information, vehicle interior humidity information, pedal position information, vehicle engine temperature information, etc.

[0072] In addition, vehicle driving information may include route information. Route information may refer to information generated based on the destination input by the vehicle user through the operation unit 106. Route information refers to information indicating the driving path from the current vehicle location to the destination on the map when a destination is set. When no destination is set, route information may refer to information including the road the vehicle is currently traveling on and the future driving route including the road.

[0073] The third sensor unit may include a voice sensor for collecting voice signals from inside the vehicle, a vibration sensor arranged around the occupants, and a camera for capturing images inside the vehicle.

[0074] The voice sensor may include at least one microphone arranged inside the vehicle and may collect speech and buzzing sounds expressed by passengers inside the vehicle to generate a voice signal.

[0075] Vibration sensors may include at least one accelerometer or gyroscope sensor located in a position accessible to the occupant's body, and may generate vibration signals by measuring vibrations produced when the steering wheel, console box, or dashboard is lightly tapped inside the vehicle.

[0076] The camera can capture the interior of the vehicle and can be positioned to face the front of the occupant's upper body, thereby generating video signals that capture the occupant's movements.

[0077] The operating unit 106 can be configured as a module controlled by a user for driving. For example, the operating unit 106 can be a manually driven steering wheel, an automatic or manual transmission, an accelerator pedal, a brake pedal, etc. The operating unit 106 may also be provided with an interface for enabling or disabling autonomous driving modes and selecting detailed functions requested by the user to enable autonomous driving functions. To receive various requests related to autonomous driving, the operating unit 106 can be configured as, for example, a hard interface located at a predetermined location inside the vehicle 100, or a soft interface that can be touched on the display 108. Depending on the specifications of the autonomous vehicle, at least one of the steering wheel, transmission, and pedals may be omitted. For another example, the operating unit 106 may be provided with a module for receiving user control requests for the load device 114 in addition to driving control.

[0078] The display 108 can serve as a user interface. The display 108 can output and display, via the processor 130, the operating status, control status, route / traffic information, remaining energy information, and driver requests, etc., of the vehicle 100. Furthermore, the display 108 can be configured as a touchscreen capable of detecting driver input to receive driver requests instructing the processor 130.

[0079] The load device 114 is mounted on the vehicle 100 and can be a type of non-drive electrical device other than a drive power system such as a wheel drive unit 118. The load device 114 is an auxiliary device that receives electricity from the energy generation unit 110 and can be, for example, an air conditioning system, a lighting system, a seating system, various devices installed in the vehicle 100, etc. In this disclosure, a cooling / heating system may be further included, which cools or heats at least one of the battery, fuel cell, internal combustion engine, air conditioning system, and specific parts of the vehicle 100.

[0080] The transmitting / receiving unit 112 can support communication with the server 200, the ITS device 300, and surrounding vehicles 400, etc. The transmitting / receiving unit 112 may include modules for processing, for example, cellular communication, WAVE, DSRC communication, etc. In this disclosure, the transmitting / receiving unit 112 can send data generated or stored during operation to the server 200 and receive data and software modules sent from the server 200. The transmitting / receiving unit 112 can support communication with electronic devices carried by passengers within the vehicle 100. In this disclosure, the vehicle 100 can use the transmitting / receiving unit 112 to send and receive data utilized in the method according to this disclosure to and from the outside.

[0081] For example, the transmitting / receiving unit 112 can receive traffic signal information from the traffic signal controller and provide the traffic signal information to the processor 130. In addition, the transmitting / receiving unit 112 can receive control signals from the traffic flow signal controller and provide the control signals to the processor 130.

[0082] In addition, the vehicle 100 may include an energy generation unit 110 and an actuation unit 116.

[0083] Energy generation unit 110 generates and supplies power and electricity for driving and non-driving power systems (such as actuation unit 116). Non-driving power systems may be, for example, a first sensor unit 102, an operation unit 106, a display 108, a load device 114, and a transmit / receive unit 112, but are not limited thereto, and may include various components for sensing, interface, communication, and convenience functions, excluding components directly involved in driving operation. When the vehicle 100 is driven by electric energy, energy generation unit 110 may be configured as an externally charged battery or as a combination of a battery and a rechargeable fuel cell. In the case of a battery and fuel cell combination, energy generation unit 110 may include a tank for storing materials (such as liquefied hydrogen) used to generate electricity from the fuel cell. When the vehicle 100 is driven by fossil fuels, energy generation unit 110 may be configured as an internal combustion engine. Furthermore, when the vehicle 100 is a hybrid type, energy generation unit 110 may be configured as a combination of an internal combustion engine and a battery.

[0084] Actuation unit 116 may include at least one module that, upon a user request from operation unit 106, performs driving operations and executes at least one of longitudinal control (such as acceleration and deceleration) and lateral control (such as steering). To perform driving operations via manual or automatic driving according to commands from processor 130, actuation unit 116 may include a wheel drive unit 118 and mechanical components and electronic modules for performing driving operations within the wheel drive unit 118. When vehicle 100 operates on electric power, actuation unit 116 may include components for transmitting requested driving operations to wheel drive unit 118. When vehicle 100 operates on fossil fuel power, actuation unit 116 may include a transmission and gear module for transmitting power from an internal combustion engine.

[0085] The wheel drive unit 118 may include multiple wheels, a drive force generation module for generating and applying drive force to the wheels or transmitting drive force, a braking module for decelerating the drive of the wheels, and a steering module for performing lateral control of the wheels. When the vehicle 100 is driven by electric power, the drive force generation module may be configured as a motor component that generates drive force based on electricity output from a battery. The braking module of the electric vehicle 100 may further have regenerative braking functionality.

[0086] The navigation unit 122 can provide navigation information. The navigation information may include at least one of map information, set destination information, route information based on the set destination, information about various objects on the route, lane information, and current vehicle position information.

[0087] The navigation unit 122 can receive information from an external device and update pre-stored information via the transmit / receive unit 112. According to this embodiment, the navigation unit 122 can be classified as a sub-component of the operation unit 106.

[0088] The sound output unit 140 can convert electrical signals provided from the processor 130 into audio signals and output them. For this purpose, the sound output unit 140 may include one or more speakers.

[0089] The sound output unit 140 may include a first speaker 141 mounted at the front of the vehicle exterior and a second speaker 142 mounted at the rear of the vehicle exterior. In the following embodiments, the first speaker 141 and the second speaker 142 may have the same meaning as the external speaker.

[0090] Each of the first loudspeaker 141 and the second loudspeaker 142 may include a loudspeaker unit comprising a diaphragm (cone), a coil (voice coil), a magnet, and a suspension.

[0091] The vibrating plate is a key component that transmits sound to the outside and can convert electrical signals into mechanical vibrations.

[0092] When an electrical signal flows through the voice coil and interacts with a magnet to cause the diaphragm to vibrate, the voice coil can generate a magnetic field.

[0093] A magnet can generate a magnetic field, which interacts with the voice coil to move the diaphragm.

[0094] The suspension system is used to support the vibrating plate, allowing it to vibrate precisely and providing freedom of motion.

[0095] The first speaker 141 and the second speaker 142 can be configured as full-range speakers. The first speaker 141 and the second speaker 142 can reproduce a wide frequency band from low to high sound using a single speaker unit.

[0096] The processor can control the operation of the first speaker 141 and the second speaker 142 in conjunction with various vehicle systems and generate sound signals. The processor can adjust the sound output according to vehicle speed, ambient noise, and traffic conditions.

[0097] The processor can be connected to the vehicle's Controller Area Network (CAN) system and can transmit audio signals to the first speaker 141 and the second speaker 142.

[0098] The processor can output a custom sound that matches the characteristics of the vehicle. The sound can be designed to resemble an engine sound or a natural sound that suits the surrounding environment.

[0099] The processor can use digital signal processing technology to adjust the timbre, frequency, and volume of a sound in real time. For example, the processor can adjust the frequency and volume of a sound to increase naturally as the vehicle's speed increases.

[0100] Because the first speaker 141 and the second speaker 142 are exposed to the external environment, they are waterproof, dustproof and shockproof.

[0101] The housing is mounted on the speaker's protective shell and can be made of durable materials such as aluminum, reinforced plastic, carbon fiber, etc.

[0102] Rubber seals and gaskets can be used between the speaker and the housing to prevent water from seeping inside.

[0103] The first speaker 141 and the second speaker 142 may be equipped with dampers and shock absorbers to absorb vibrations and shocks generated in the external environment. Dampers and shock absorbers can help protect the speaker units from external impacts and prevent sound quality from being affected.

[0104] The first speaker 141 and the second speaker 142 may be equipped with heat sinks for effectively dissipating heat generated during the operation of electronic components. The heat sinks prevent speaker performance degradation when the external temperature is high.

[0105] In addition, there may be vents inside the speaker housing for rapid heat dissipation, and the vents can prevent thermal damage.

[0106] After the digital audio file is processed internally by the processor, it is converted into an analog signal, which is then output to the speaker unit. When the electrical signal is transmitted to the voice coil of the speaker unit, the diaphragm begins to vibrate through interaction with the magnet, and the diaphragm vibrates the air, allowing sound to be output to the outside.

[0107] The generated sound can be transmitted to the outside through the speaker's waterproof / dustproof structure, and specific sounds such as warning sounds and engine sounds can be transmitted to pedestrians or surrounding vehicles.

[0108] In addition, vehicle 100 may include memory 120 and processor 130.

[0109] The memory 120 can store applications and various types of data used to control the vehicle 100, and can load applications or read and record data upon request from the processor 130.

[0110] Processor 130 can perform overall control of vehicle 100. Processor 130 can be configured to execute applications and instructions stored in memory 120.

[0111] The processor 130 may include a first processing unit 131, a second processing unit 132, and a third processing unit 133.

[0112] Figure 3 This is a diagram illustrating the operation of a vehicle according to an embodiment. (See also...) Figure 3 The first processing unit 131 can use vehicle driving information and object recognition information to generate reference sound.

[0113] The first processing unit 131 operates by collecting vehicle driving information, environmental information, and pedestrian and obstacle information from the sensor unit in real time and generating adaptive sound based on the collected information. The first processing unit 131 can automatically adjust the sound of the vehicle's external speakers to adapt to the driving environment by utilizing various types of data, such as vehicle speed, position, and time components, pedestrian presence, and the state of external obstacles. The adjusted sound can be particularly useful for quiet vehicles (e.g., electric vehicles (EVs) or hybrid vehicles) to provide warning sounds or emit appropriate sounds to pedestrians in certain situations.

[0114] By taking into account the surrounding conditions of the vehicle, sound can be generated in real time from the vehicle's external speakers, and for this purpose, the first processing unit 131 can use various sensors and data analysis of the driving environment.

[0115] For example, the first processing unit 131 can identify the vehicle's current location via GPS, analyze the area the vehicle is traveling in (city center, residential area, highway, etc.), and generate reference sounds. For example, in urban areas, because the vehicle may need to interact more carefully with pedestrians, appropriate warnings or driving sounds may be required.

[0116] For example, the first processing unit 131 can generate reference sound by using map data to set different sound intensities in residential areas, commercial areas, school areas, etc.

[0117] For example, the first processing unit 131 can determine whether the vehicle is traveling at high or low speed and adjust the volume and frequency of the external speaker to generate a reference sound. When traveling at low speed, a higher frequency and lower volume sound may be appropriate, while when traveling at high speed, the frequency of the sound may be reduced, or a warning sound may be omitted.

[0118] For example, the first processing unit 131 can generate a reference sound by adjusting the volume of the external speakers differently depending on whether the vehicle is traveling during the day or at night. At night, a quieter sound can be used to minimize noise, while during the day, a louder sound can be used to warn pedestrians or other vehicles.

[0119] For example, the first processing unit 131 can use a sound that is quieter or softer when driving at night than during the day to generate a reference sound.

[0120] For example, the first processing unit 131 can generate a reference sound by adjusting the sound played from the vehicle's external speakers according to the distance, position, and direction of movement of pedestrians in front of and around the vehicle.

[0121] For example, the first processing unit 131 can generate a reference sound by increasing the volume of the warning sound when a pedestrian approaches the vehicle and decreasing the volume or omitting the sound when the pedestrian moves away.

[0122] For example, when the vehicle's radar and ultrasonic sensors detect obstacles around the vehicle, the first processing unit 131 can generate a reference sound by reflecting the obstacle detection in the sound from an external speaker. When an obstacle is present, the first processing unit 131 can amplify a warning sound or output a specific warning sound to notify the driver and pedestrians.

[0123] In addition, the first processing unit 131 can generate a reference sound, such that the intensity and type of the sound change according to the distance between the obstacle and the vehicle.

[0124] The second processing unit 132 can use a reference sound to generate a first sound to be played from the first speaker 141 and a second sound to be played from the second speaker 142.

[0125] The first and second sounds can be different in at least one aspect, namely frequency and volume.

[0126] For example, the second processing unit 132 can generate a first sound and a second sound based on vehicle driving information and object recognition information.

[0127] Furthermore, the second processing unit 132 can generate the first sound and the second sound by modulating the frequency of the reference sound. For example, the second processing unit 132 can modulate the frequency of the reference sound so that the frequencies of the first sound and the second sound are different from each other.

[0128] Furthermore, the second processing unit 132 can adjust the frequency and volume of the reference sound according to the mode set through the user interface unit to generate the first sound and the second sound.

[0129] Figure 4 This is a diagram illustrating the operation of the second processing unit according to an embodiment. (See also:) Figure 4 When it is determined, based on vehicle driving information and object recognition information, that the vehicle is driving in a city or on a highway during the day, the second processing unit 132 can increase the frequency of the reference sound to generate a first sound and decrease the frequency of the reference sound to generate a second sound. In this way, an effect similar to the Doppler effect can be produced.

[0130] The Doppler effect refers to the phenomenon that sound waves are compressed and their frequency increases when the sound source is close to the observer, and expanded and their frequency decreases when the sound source moves away from the observer.

[0131] The second processing unit 132 can modulate the sound wave frequencies of the first and second sounds in real time according to the vehicle's speed and direction and the observer's position. This process allows pedestrians and other drivers to audibly recognize that a vehicle is approaching.

[0132] The second processing unit 132 can modulate the frequency of the reference sound by increasing the sound wave frequency of the first sound to a higher frequency than the sound wave frequency of the second sound when the vehicle is moving forward and increasing the sound wave frequency of the second sound to a higher frequency than the sound wave frequency of the first sound when the vehicle is moving backward.

[0133] That is, as the vehicle moves forward, the second processing unit 132 can set the frequency of the first sound to a higher level based on the vehicle's speed. As the vehicle speed increases, the frequency of the first sound increases, and therefore, pedestrians and surrounding vehicles can audibly recognize that the vehicle is approaching.

[0134] Conversely, as the vehicle moves forward, the second processing unit 132 can reduce the frequency of the second sound. Therefore, as the vehicle moves away, the sound waves from the second speaker 142 have a lower frequency, which can give the observer the feeling that the vehicle is moving away.

[0135] For example, when the vehicle is moving forward at 30 km / h, the second processing unit 132 can up-convert the frequency of the first sound to 700 Hz and down-convert the frequency of the second sound to 300 Hz.

[0136] The second processing unit 132 can perform modulation such that the frequencies of the front and rear speakers change in opposite directions when the vehicle moves backward.

[0137] That is, when the vehicle moves backward, the second processing unit 132 can perform modulation, causing the frequency of the second sound to increase and the frequency of the first sound to decrease. This type of modulation can provide pedestrians or other drivers with an audible warning that the vehicle is approaching from behind. As the vehicle's reverse speed increases, the frequency of the second sound increases, and therefore, pedestrians and surrounding vehicles can audibly recognize that the vehicle is approaching.

[0138] For example, when the vehicle is moving backward at 20 km / h, the second processing unit 132 can up-convert the frequency of the second sound to 600 Hz and down-convert the frequency of the first sound to 400 Hz.

[0139] Frequency modulation of external speakers in vehicles utilizing the Doppler effect can play a significant role in improving pedestrian safety, particularly in alerting the approach of vehicles with minimal engine noise, such as electric vehicles. Furthermore, it can produce sound effects similar to those of a supercar engine.

[0140] Figure 5 This is a diagram illustrating the operation of the second processing unit according to this embodiment. (See also:) Figure 5 When the vehicle is driving in a residential area at night, the second processing unit 132 can generate the first sound and the second sound by reducing the volume of the reference sound.

[0141] The second processing unit 132 can reduce the volume of the reference sound so that the vehicle does not emit unnecessary noise to the outside when driving at night, passing through quiet residential areas, or driving below a certain speed.

[0142] Under certain conditions, the second processing unit 132 can adjust the volume of the sound signals output from the first speaker 141 and the second speaker 142 by gradually decreasing the volume or completely eliminating the volume. In this way, unnecessary noise to pedestrians or people around the vehicle can be minimized, and in some cases, the vehicle can move almost quietly.

[0143] For example, when the vehicle is traveling at a certain speed or less (e.g., 20 km / h or less), when the vehicle is passing through a residential area based on GPS data or map information, or when the vehicle is traveling at night (e.g., after 22:00), the second processing unit 132 may reduce the volume of the reference sound.

[0144] Alternatively, the second processing unit 132 may reduce the volume of the reference sound according to user settings.

[0145] The second processing unit 132 can adjust the volume of the sound by reducing the volume of the first sound and the second sound at different times.

[0146] As the vehicle moves forward, the second processing unit 132 can gradually reduce the volume of the first sound. Therefore, pedestrians and surrounding vehicles may perceive the vehicle as moving silently. At this time, the second processing unit 132 can adjust the volume of the second sound to a relatively low level or maintain a softer sound depending on the vehicle's speed.

[0147] For example, when the vehicle is moving at 20 km / h, the second processing unit 132 can generate a first sound by reducing the volume of the reference sound by 50%, and can generate a second sound by reducing the volume of the reference sound by 70%.

[0148] As the vehicle moves backward, the second processing unit 132 can gradually reduce the volume of the second sound, thereby minimizing noise to pedestrians or the surrounding environment as the vehicle moves backward. For example, the volume of the first sound can be set to a relatively low level compared to the rear, and can become almost silent as the vehicle moves backward.

[0149] For example, when the vehicle moves backward, the second processing unit 132 can generate a second sound by reducing the volume of the reference sound to 40%, and can generate a first sound by muting the reference sound.

[0150] Volume adjustment can reduce vehicle noise in residential areas and minimize noise pollution in the surrounding environment. Furthermore, volume adjustment reduces speaker power consumption, thus contributing to improved energy efficiency in electric and hybrid vehicles.

[0151] Even when a vehicle enters a residential area, the second processing unit 132 can generate a first sound and a second sound when a pedestrian is detected in the direction of travel, without reducing the volume.

[0152] Figure 6 This is a diagram illustrating the operation of the second processing unit according to this embodiment. (See also:) Figure 6 When a pedestrian is detected in the direction of travel of the vehicle, the second processing unit 132 can generate a first sound by increasing the frequency and volume of the reference sound, and generate a second sound by decreasing the frequency and volume of the reference sound.

[0153] The second processing unit 132 can dynamically adjust the frequency and volume of the sounds output from the first speaker 141 and the second speaker 142 near the pedestrian to warn the pedestrian of the approaching vehicle. In this way, when the vehicle detects a pedestrian, the first speaker 141 can emit a warning sound with a higher frequency and a higher volume, and the second speaker 142 can reduce the sound or mute the sound, so that the sound is focused forward. In this way, the pedestrian can clearly identify the approach of the vehicle.

[0154] For example, when a vehicle approaches a pedestrian at a speed of 30 km / h or less, and the pedestrian is within 10 m of the vehicle, the second processing unit 132 can generate a first sound by increasing the frequency and volume of the reference sound, and can generate a second sound by decreasing the frequency and volume of the reference sound.

[0155] The second processing unit 132 can increase the frequency of the first sound to generate a first sound with a high-frequency warning tone. Since the human ear can hear higher frequencies, pedestrians can identify approaching vehicles more quickly. For example, the frequency of a reference sound set to 500Hz can be increased to 700Hz or higher to generate a first sound with a stronger warning tone.

[0156] Additionally, the second processing unit 132 can generate the first sound by increasing the volume of the reference sound to clearly convey the warning sound to pedestrians. For example, when the volume of the reference sound is set to 30%, the second processing unit 132 can generate the reference sound by increasing the volume to 70% or more.

[0157] The second processing unit 132 can reduce the volume or frequency of the second sound as much as possible so as not to conflict with the sound in front.

[0158] For example, when the frequency of the reference sound is 500 Hz, the second processing unit 132 can generate a second sound by reducing the frequency of the reference sound to 400 Hz or less so that the second sound is less prominent compared to the sound from the front.

[0159] Furthermore, by reducing the volume of the reference sound to generate a second sound, it is possible to prevent sounds from behind from confusing pedestrians. For example, when the volume of the reference sound is 30%, a second sound can be generated by reducing the volume of the reference sound to 10% or less.

[0160] Since the timing of warning pedestrians becomes more important when the vehicle is traveling faster, the second processing unit 132 can generate the first sound by significantly increasing the frequency and volume of the reference sound as the vehicle speed increases.

[0161] When the vehicle is moving slowly, the second processing unit 132 can use a relatively low frequency and volume to prevent unnecessary excessive noise.

[0162] In addition, the second processing unit 132 can generate the first sound by significantly increasing the frequency and volume of the reference sound as the pedestrian approaches the vehicle.

[0163] For example, when a vehicle approaches a pedestrian at a distance of 30m at a speed of 30km / h, the second processing unit 132 can generate a first sound by increasing the frequency of a reference sound with a frequency of 500Hz to 600Hz and increasing the volume to 110%.

[0164] For example, when a vehicle approaches a pedestrian at a distance of 10m at a speed of 20km / h, the second processing unit 132 can generate a first sound by increasing the frequency of a reference sound with a frequency of 500Hz to 700Hz and increasing the volume to 120%.

[0165] For example, when a vehicle approaches a pedestrian at a distance of 5m at a speed of 10km / h, the second processing unit 132 can generate a first sound by increasing the frequency of a reference sound with a frequency of 500Hz to 800Hz and increasing the volume to 130%.

[0166] For example, the second processing unit 132 can perform the adjustment by reducing the frequency of the reference sound from 500Hz to 400Hz and reducing the volume to 70%, so as not to confuse pedestrians.

[0167] In this way, pedestrians can anticipate the approach of vehicles, thus preventing accidents.

[0168] Figure 7 This is a diagram illustrating the operation of the second processing unit according to this embodiment. (See also...) Figure 7 The second processing unit 132 can generate a first and a second sound of different frequencies by adjusting the frequency of the reference sound within a preset range, thereby producing interference sound. This creates a beat effect. A beat effect refers to the periodic amplitude change produced by the mutual interference of two sounds with similar frequencies occurring simultaneously. For example, when 500Hz and 510Hz sounds occur simultaneously, the interference between the two sounds can cause an amplitude fluctuation (beat) of 10Hz. The beat effect is slower when the frequency difference is small and faster when the frequency difference is large.

[0169] When the vehicle is moving, the second processing unit 132 can generate a first sound and a second sound with slightly different frequencies, causing interference between the two frequencies and creating a beat effect.

[0170] For example, the second processing unit 132 can modulate the frequency of the reference sound so that the first sound has a frequency of 500 Hz, and can also modulate the frequency of the reference sound so that the second sound has a frequency of 505 Hz. The difference between the two frequencies is 5 Hz, and due to this difference, a 5 Hz beat may occur.

[0171] Furthermore, the second processing unit 132 can adjust the frequency difference between the first sound and the second sound according to the vehicle's speed. When the vehicle is moving at high speed, the second processing unit 132 can generate the first sound at a frequency of 500 Hz and the second sound at a frequency of 515 Hz, thereby causing a 15 Hz beat.

[0172] Conversely, when the vehicle slows down, the second processing unit 132 can reduce the frequency difference between the first and second sounds to adjust the beat frequency to a slower pace. The second processing unit 132 can adjust the frequency so that a pulse of about 2Hz to 3Hz appears when the speed is very slow.

[0173] When the vehicle is stationary, the second processing unit 132 can generate a first sound and a second sound with the same frequency to prevent the occurrence of a beat. This is to ensure that the movement of the vehicle can only be heard when the vehicle is moving and to prevent unnecessary sound changes when the vehicle is stationary.

[0174] In this way, pedestrians and surrounding vehicles can clearly identify that a vehicle is moving by the beat and can detect whether a vehicle is approaching or moving away by sound. This provides a similar effect to issuing alarm sounds to surrounding vehicles and pedestrians.

[0175] The third processing unit 133 can control the first speaker 141 to output a first sound and control the second speaker 142 to output a second sound.

[0176] The third processing unit 133 can perform signal processing so that the first sound and the second sound are synchronized to be output simultaneously through the first speaker 141 and the second speaker 142, respectively. The third processing unit 133 can analyze the first sound and the second sound generated by the second processing unit 132 to match the phase of the sound and perform control so that no delay (delay time) occurs between the two speakers.

[0177] The third processing unit 133 can perform control to synchronize the sound output from the first speaker 141 and the second speaker 142 without phase difference, so as not to be distorted or misaligned.

[0178] Furthermore, the third processing unit 133 can correct for the sound delay caused by the physical distance between the first speaker 141 and the second speaker 142. The third processing unit 133 can correct for the physical delay so that the first sound and the second sound arrive simultaneously without delay.

[0179] Figure 8 This is a flowchart of a method for controlling a vehicle according to an implementation method. (Reference) Figure 8 The sensor unit collects vehicle driving information and object recognition information (S801).

[0180] Subsequently, the first processing unit uses vehicle driving information and object recognition information to generate reference sound (S802).

[0181] Next, the second processing unit uses the reference sound to generate each of a first sound played from a first speaker mounted at the front of the vehicle exterior and a second sound played from a second speaker mounted at the rear of the vehicle exterior. The second processing unit generates the first and second sounds based on vehicle driving information and object recognition information (S803).

[0182] For example, when the vehicle is driving in a city or on a highway during the day, the second processing unit increases the frequency of the reference sound to generate the first sound and decreases the frequency of the reference sound to generate the second sound. For example, the second processing unit increases the frequency of the first sound proportionally to the vehicle speed.

[0183] For example, when a vehicle is driving in a residential area at night, the second processing unit generates the first and second sounds by reducing the volume of the reference sound.

[0184] For example, when a pedestrian is detected in the direction of the vehicle's travel, the second processing unit generates a first sound by increasing the frequency and volume of a reference sound, and generates a second sound by decreasing the frequency and volume of the reference sound. For example, the second processing unit increases the frequency and volume of the first sound proportionally to the distance from the pedestrian and / or the speed of the vehicle.

[0185] For example, the second processing unit adjusts the frequency of the reference sound within a preset range according to user settings, and generates first and second sounds with different frequencies to produce interference sounds. For example, the second processing unit adjusts the difference between the first frequency and the second frequency according to user settings.

[0186] Next, the third processing unit controls the first speaker to output the first sound and controls the second speaker to output the second sound (S804).

[0187] As used in this embodiment, the term "~cell" refers to a software or hardware component such as a Field-Programmable Gate Array (FPGA) or Application-Specific Integrated Circuit (ASIC), and the "~cell" performs certain functions. However, the "cell" is not limited to software or hardware. A "~cell" may be configured to reside in addressable memory or to reproduce one or more processors. Thus, for example, a "cell" includes components such as software components, object-oriented software components, class components, and task components, and includes processes, functions, attributes, programs, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. The functionality provided in components and "~cells" may be combined into a smaller number of components and "~cells," or may be further divided into additional components and "~cells." Furthermore, components and "~cells" may be implemented as one or more CPUs in a playback device or a secure multimedia card.

[0188] By using a vehicle and a method for controlling the vehicle according to the implementation method, the sound output from the front and rear speakers of the vehicle can be adjusted independently, thereby maximizing high-performance sound effects suitable for various driving conditions.

[0189] In addition, in this way, besides the monotonous sound output function, various sound effects can be achieved based on various information such as vehicle speed, direction, and environment.

[0190] Although preferred embodiments of the present disclosure have been described above, it should be understood that various changes and modifications can be made to the present disclosure by those skilled in the art without departing from the spirit and scope of the present disclosure as set forth in the appended claims.

Claims

1. A vehicle comprising: The sound output unit includes a first speaker mounted at the front of the vehicle exterior and a second speaker mounted at the rear of the vehicle exterior; The sensor unit is configured to collect vehicle driving information and object recognition information; The first processing unit is configured to use the vehicle driving information and the object recognition information to generate reference sound; The second processing unit is configured to use the reference sound to generate the first sound and the second sound; as well as The third processing unit is configured to control the first speaker to output the first sound and control the second speaker to output the second sound.

2. The vehicle according to claim 1, wherein, The second processing unit is configured to generate the first sound and the second sound based on the vehicle driving information and the object recognition information.

3. The vehicle according to claim 2, wherein, The second processing unit is configured to generate the first sound and the second sound by modulating the frequency of the reference sound.

4. The vehicle according to claim 3, wherein, The second processing unit is configured to modulate the frequency of the reference sound such that the frequency of the first sound and the frequency of the second sound are different from each other.

5. The vehicle according to claim 4, wherein, The second processing unit is configured to generate the first sound by increasing the frequency of the reference sound and generate the second sound by decreasing the frequency of the reference sound when the vehicle is driving in a city or on a highway during the day.

6. The vehicle according to claim 2, wherein, The second processing unit is configured to generate the first sound and the second sound by reducing the volume of the reference sound when the vehicle is driving in a residential area at night.

7. The vehicle according to claim 2, wherein, The second processing unit is configured to generate the first sound by increasing the frequency and volume of the reference sound and to generate the second sound by decreasing the frequency and volume of the reference sound when a pedestrian is detected in the direction of travel of the vehicle.

8. The vehicle according to claim 1, wherein, The second processing unit is configured to generate the first sound and the second sound by adjusting the frequency and volume of the reference sound according to the mode set by the user interface unit.

9. The vehicle according to claim 8, wherein, The first sound and the second sound differ in at least one aspect, namely frequency and volume.

10. The vehicle according to claim 1, wherein, The second processing unit is configured to generate the first sound and the second sound with different frequencies by adjusting the frequency of the reference sound within a preset range, so as to generate interference sound.

11. A method for controlling a vehicle, the method comprising: The sensor unit collects vehicle driving information and object recognition information; The first processing unit uses the vehicle driving information and the object recognition information to generate a reference sound; The second processing unit uses the reference sound to generate the first sound and the second sound; and The third processing unit controls the first speaker mounted at the front of the vehicle to output the first sound, and controls the second speaker mounted at the rear of the vehicle to output the second sound.

12. The method according to claim 11, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes generating the first sound and the second sound based on the vehicle driving information and the object recognition information.

13. The method according to claim 12, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes generating the first sound and the second sound by modulating the frequency of the reference sound.

14. The method according to claim 13, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes: modulating the frequency of the reference sound so that the frequency of the first sound and the frequency of the second sound are different from each other.

15. The method according to claim 14, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes generating the first sound by increasing the frequency of the reference sound and generating the second sound by decreasing the frequency of the reference sound when the vehicle is driving in a city or on a highway during the day.

16. The method according to claim 12, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes generating the first sound and the second sound by reducing the volume of the reference sound when the vehicle is driving in a residential area at night.

17. The method according to claim 12, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes: when a pedestrian is detected in the direction of travel of the vehicle, the second processing unit generates the first sound by increasing the frequency and volume of the reference sound, and the second processing unit generates the second sound by decreasing the frequency and volume of the reference sound.

18. The method according to claim 11, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes: the second processing unit adjusts the frequency and volume of the reference sound according to a mode set by the user interface unit to generate the first sound and the second sound.

19. The method according to claim 18, wherein, The first sound and the second sound differ in at least one aspect, namely frequency and volume.

20. The method according to claim 11, wherein, The second processing unit uses the reference sound to generate the first sound and the second sound, which includes generating the first sound and the second sound with different frequencies by adjusting the frequency of the reference sound within a preset range, so as to generate interference sound.

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