A full-seat adaptive car audio control method and system

Abstract

The application provides a full-seat adaptive automobile sound control method and system, which comprises the following steps: detecting the passenger distribution information and passenger weight grade of each seat in real time, tracking the head three-dimensional coordinates, head orientation angle and pinna orientation angle of the seat with passengers in real time, and outputting sensing data; calling a delay compensation algorithm, a frequency response gain compensation algorithm and a crosstalk cancellation algorithm based on the sensing data, and calculating the delay parameter, phase parameter and frequency response gain parameter of the seat with passengers; dynamically adjusting the audio signal, and outputting the audio signal to the loudspeaker array of each seat; and dynamically checking the actual listening effect of each seat according to a preset time interval, and correcting the sound field parameter error. Through the integrated architecture of real-time sensing-dynamic calculation-independent driving-closed loop verification, the application independently provides equalized high-fidelity listening experience for each seat in the cabin environment with dynamic changes in the number of passengers, sitting posture and body size.

Description

Technical Field

[0001] This invention relates to the field of vehicle audio technology, specifically to a method and system for controlling all-seat adaptive car audio systems. Background Technology

[0002] Current car audio systems commonly employ a "fixed sweet spot" design logic for sound field calibration. Before a vehicle leaves the factory, tuning engineers only conduct static acoustic tests on the driver's or driver and passenger's seats, setting fixed channel delay, phase, and equalizer parameters, without optimizing other seats. This design assumes that occupants are always in a preset sitting position and that seat occupancy is fixed, failing to adapt to the dynamic changes in the number, posture, and body type of occupants in real-world driving scenarios.

[0003] The shortcomings of the above solutions are particularly evident in practice. Rear seats, due to their greater distance from the speakers and more complex sound wave reflection paths, generally suffer from problems such as muddy mid-low frequencies, severe high-frequency attenuation, and sound image shifting to the door side, resulting in a significantly different listening experience compared to the front "sweet spot." While some high-end models feature "virtual surround sound" technology that can simulate multi-channel effects through algorithms, it is essentially a post-processing rendering of a fixed sound field. It cannot address the acoustic path differences caused by variations in the physical positions of different seats, nor can it adapt to dynamic scenarios such as occupant adjustments in posture or changes in the number of passengers.

[0004] Aftermarket audio upgrade solutions also have limitations. Professional tuners need to manually calibrate a single vehicle for several hours using acoustic equipment, which is costly, time-consuming, and only adapts to a fixed seating position. Once the occupant adjusts their seating position or changes occupants, the calibrated delay and gain parameters become mismatched with the actual listening position, resulting in a significant drop in sound quality.

[0005] Therefore, how to provide each seat with an adaptive and equitable high-quality listening experience in a cabin environment where occupants are dynamically changing has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0006] The purpose of this invention is to provide a fully adaptive car audio control method and system, which aims to solve the technical problem that existing technologies cannot provide an equal high-fidelity listening experience for each seat in a cabin environment where the number of occupants, their sitting posture, and their body shape are dynamically changing.

[0007] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: In a first aspect, the present invention provides a method for controlling an all-seat adaptive car audio system, comprising the following steps: S1. Real-time detection of occupant distribution information and occupant weight class in each seat, and real-time tracking of head three-dimensional coordinates, head orientation angle and ear orientation angle in seats where occupants are detected, and output perception data. S2. Based on the sensed data, call the delay compensation algorithm, frequency response gain compensation algorithm and crosstalk cancellation algorithm to calculate the delay parameter, phase parameter and frequency response gain parameter for each seat with occupants. S3. Based on the delay parameter, the phase parameter and the frequency response gain parameter, dynamically adjust the audio signal and output the adjusted audio signal independently to the speaker array corresponding to each seat. S4. Dynamically verify the actual listening effect of each seat according to the preset time interval and correct the sound field parameter error.

[0008] Based on the above scheme, further, in step S1, the occupant distribution information and occupant weight class are obtained through the pressure sensor array embedded in each seat cushion; the head three-dimensional coordinates, head orientation angle and ear orientation angle are obtained through the roof vision module. The method further includes: Based on the pressure center offset and total pressure value detected by the pressure sensor array, the height component in the head three-dimensional coordinates output by the roof vision module is corrected.

[0009] Furthermore, in step S2, the delay compensation algorithm includes: Based on the corrected three-dimensional head coordinates, the propagation path length from each speaker to the corresponding ears of the occupant is calculated; Introduce temperature correction coefficient, vehicle speed correction coefficient, and window opening correction coefficient to determine the current speed of sound; Based on the propagation path length and the current sound speed, calculate the delay parameters for each speaker channel.

[0010] Furthermore, in step S2, the frequency response gain compensation algorithm includes: The head-related transfer function filter coefficients in the high-frequency band are determined based on the occupant's ear orientation angle. The global gain adjustment amount is determined based on the real-time ambient noise level; The low-frequency equalization curve is determined based on the occupant weight class and the sound absorption coefficient of the cabin interior. By combining the head-related transfer function filter coefficients, global gain adjustment, and low-frequency equalization curves, frequency response gain parameters for each speaker channel are generated.

[0011] Furthermore, in step S2, the crosstalk cancellation algorithm includes: Construct the transfer function matrix from the speaker array of each seat to the binaural position of each seat occupant; Based on the regularized inverse filtering method, the transfer function matrix is ​​inverted to generate a crosstalk cancellation filter; The audio signals from each seat are processed by the crosstalk cancellation filter and then distributed to the corresponding speaker array.

[0012] Furthermore, in step S3, the speaker array includes: The first set of speakers, located on both sides and below the headrest, is used to output mid-to-high frequency audio signals and participate in crosstalk cancellation. The second set of speakers is located at the bottom of the car door and is used to output low-frequency audio signals; The third set of speakers, located below the seat frame, is used to output ultra-low frequency audio signals to enhance the tactile experience.

[0013] Furthermore, in step S4, the dynamic verification includes: Control the calibration microphones integrated in the headrests of each seat to pick up the playback signal of the currently playing audio; The playback signal is compared with the expected signal, and the deviation is calculated. Based on the deviation, update the parameters of the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm.

[0014] In a second aspect, the present invention also provides a full-seat adaptive car audio control system for implementing the method described in the first aspect, the system comprising: The multimodal perception module is used to detect the occupant distribution information and occupant weight class of each seat in real time. At the same time, it performs real-time tracking of the head three-dimensional coordinates, head orientation angle and ear orientation angle of the seats where occupants are detected, and outputs perception data. The audio processing module is used to process the perceived data, call the delay compensation algorithm, the frequency response gain compensation algorithm, and the crosstalk cancellation algorithm to calculate the delay parameters, phase parameters, and frequency response gain parameters for each seat with occupants. The audio adjustment output module is used to dynamically adjust the audio signal according to the delay parameter, the phase parameter and the frequency response gain parameter, and output the adjusted audio signal independently to the speaker array corresponding to each seat. The adaptive correction module is used to dynamically verify the actual listening effect of each seat at preset time intervals and correct sound field parameter errors.

[0015] Thirdly, the present invention also provides an electronic device, including at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the at least one processor implements the all-seat adaptive car audio control method as described in the first aspect by executing the instructions stored in the memory.

[0016] Fourthly, the present invention also provides a computer-readable storage medium storing at least one instruction or at least one program, the at least one instruction or at least one program being loaded and executed by a processor to implement the all-seat adaptive car audio control method as described in the first aspect.

[0017] This invention provides a full-seat adaptive car audio control method. By using a technical approach of real-time sensing of occupant distribution and posture, dynamically calculating the independent sound field parameters of each seat, and performing closed-loop verification and correction, this method overcomes the technical shortcomings of existing technologies, such as poor rear-seat listening experience and insufficient adaptability to dynamic scenarios, and achieves the following beneficial effects: First, it achieves a uniform listening experience for all seats. It detects the occupant distribution and head space position in each seat in real time, and combines this with delay parameters, phase parameters, and frequency response gain parameters calculated independently for each seat with occupants. This allows each seat to obtain a sound field configuration optimized for the current occupant position, breaking through the limitation of traditional solutions that only optimize the driver and front passenger seats. It effectively eliminates problems such as low-frequency muddiness, high-frequency attenuation, and sound image shift in the rear seats.

[0018] Secondly, it achieves adaptive adjustment for dynamic scenes. By continuously tracking the three-dimensional coordinates of the head, the head orientation angle, and the ear orientation angle, and in conjunction with the dynamic adjustment of the audio signal, the sound field parameters can be updated in real time when the occupant adjusts their sitting posture, changes occupant, or the number of occupants changes. This avoids the significant decrease in sound quality caused by changes in sitting posture in traditional fixed calibration schemes.

[0019] Third, it achieves closed-loop maintenance of sound field accuracy. By dynamically verifying and correcting the actual listening effect of each seat at preset time intervals, the system can maintain stable listening quality even under the influence of factors such as long-term operation, changes in ambient temperature, and component aging, without relying on tedious manual calibration by professional sound engineers.

[0020] In summary, this invention, through an integrated architecture of "real-time perception, dynamic calculation, independent drive, and closed-loop verification," provides each seat with an equal high-fidelity listening experience in a cabin environment where the number of occupants, their posture, and body shape dynamically change, significantly improving the intelligence level and user experience of the in-vehicle audio system. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the all-seat adaptive car audio control method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the all-seat adaptive car audio control system provided in an embodiment of the present invention; Figure 3A schematic diagram of the hardware structure of a possible electronic device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of a possible computer-readable storage medium provided in an embodiment of the present invention. Detailed Implementation

[0022] The implementation methods of this solution will be described in further detail below. Obviously, the described embodiments are only a part of the embodiments of this solution, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this solution can be combined with each other.

[0023] This invention provides a method and system for controlling an all-seat adaptive car audio system, as described below: Example 1 This embodiment provides a method for controlling an all-seat adaptive car audio system. The method includes the following steps S1 to S4: Step S1: Real-time detection of occupant distribution information and occupant weight class in each seat; simultaneously, real-time tracking of head 3D coordinates, head orientation angle, and ear orientation angle in seats where occupants are detected, and output of perception data.

[0024] Specifically, occupant distribution information refers to the determination of whether there are occupants in each seat. This can be Boolean data (occupant present / absent) or statistical information including the number of occupants. Occupant weight class refers to the quantitative classification of occupant weight, such as three classes: lightweight, moderate weight, and heavyweight, or more refined continuous values. The detection of occupant distribution information and occupant weight class can be achieved through various sensors, such as pressure sensors embedded in the seat cushion, seat belt buckle sensors, and in-vehicle cameras.

[0025] The three-dimensional coordinates of the head refer to the spatial position of the occupant's head in the vehicle coordinate system, usually measured in millimeters or centimeters, and include three dimensions: the X-axis (vehicle longitudinal direction), the Y-axis (vehicle lateral direction), and the Z-axis (vertical direction). The head orientation angle refers to the horizontal azimuth and pitch angles of the occupant's face, used to determine whether the occupant is looking straight ahead, tilting their head to talk, or looking down at a phone, etc. The ear orientation angle refers to the angle of deflection of the occupant's ear relative to the center line of the head, used for subsequent high-frequency sound field directional compensation. Real-time tracking of the three-dimensional head coordinates, head orientation angle, and ear orientation angle can be achieved through visual sensors (such as binocular cameras or TOF depth cameras) mounted on the roof or sensors such as in-vehicle millimeter-wave radar.

[0026] Optionally, the aforementioned occupant distribution information and occupant weight class are obtained through a pressure sensor array embedded in each seat cushion. This pressure sensor array can be a multi-point flexible thin-film pressure sensor, laid on or inside the seat cushion, capable of detecting the pressure distribution at various points on the seat cushion. When an occupant sits down, the pressure sensor array outputs the pressure value at each detection point. Through statistical analysis of the pressure values, it can be determined whether there is an occupant in the seat (the total pressure value exceeding a preset threshold indicates the presence of an occupant), and the occupant's weight class (different weight classes correspond to different total pressure values ​​falling within different ranges). The head's three-dimensional coordinates, head orientation angle, and ear orientation angle are obtained through a roof-mounted vision module. This roof-mounted vision module can be a camera module installed near the rearview mirror or in the sunroof area, preferably a binocular camera or a TOF depth camera, capable of outputting the occupant's head's three-dimensional spatial coordinates and posture information.

[0027] This embodiment also includes a key correction step: based on the pressure center offset and total pressure value detected by the pressure sensing array, the height component in the head three-dimensional coordinates output by the roof vision module is corrected.

[0028] Specifically, the pressure sensor array can detect the center point of pressure distribution between the occupant's buttocks and the seat cushion. When the occupant leans forward or backward, the center point of pressure shifts forward and backward; when the occupant leans to the side, the center point of pressure shifts left and right. By analyzing the displacement of the center of pressure, the occupant's sitting posture can be determined, and thus the height displacement of the occupant's head relative to the standard sitting posture can be calculated. Simultaneously, the total pressure value reflects the occupant's weight, and combining this with weight classification can further refine the accuracy of the head height estimation.

[0029] When detecting head height, the vision module may encounter errors due to occlusion (such as hair, hat, or headrest) or insufficient light. By using a pressure sensor array for auxiliary correction, the accuracy of head height coordinates can be significantly improved, thereby enhancing the accuracy of subsequent sound field parameter calculations.

[0030] Step S2: Based on the occupant perception data obtained in Step S1, the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm are called to calculate the delay parameter, phase parameter, and frequency response gain parameter for each seat with occupants.

[0031] Specifically, the delay compensation algorithm calculates the playback delay of each speaker channel to ensure that sound waves emitted by each speaker reach the occupant's ears simultaneously, eliminating phase interference caused by differences in propagation paths. The frequency response gain compensation algorithm adjusts the amplitude-frequency characteristics of each speaker channel to compensate for frequency distortion caused by factors such as cabin interior sound absorption and occupant body obstruction. The crosstalk cancellation algorithm suppresses audio signal leakage from one seat to other seats, achieving independent sound field isolation for each seat.

[0032] The three algorithms work together to output the delay parameters (in milliseconds), phase parameters (in degrees or radians), and frequency response gain parameters (gain values ​​for each frequency band, in decibels) for each seat with occupants. These parameters are calculated independently for each seat and do not affect each other.

[0033] More specifically, the delay compensation algorithm includes: Based on the corrected three-dimensional head coordinates, the propagation path length from each speaker to the corresponding ears of the occupant is calculated; Introduce temperature correction coefficient, vehicle speed correction coefficient, and window opening correction coefficient to determine the current speed of sound; Based on the propagation path length and the current sound speed, calculate the delay parameters for each speaker channel.

[0034] The delay compensation algorithm includes the following sub-steps: The first step is to calculate the propagation path length. Based on the corrected three-dimensional head coordinates, the propagation path length from each speaker to the corresponding ears of the occupant is calculated. The corrected three-dimensional head coordinates refer to the head position data after correction with the aid of a pressure sensor array. For each seat, the straight-line spatial distance from each speaker unit in the speaker array to the occupant's left and right ears needs to be calculated separately. Due to the limited space inside the cabin, sound wave propagation can be approximated as straight-line propagation; therefore, the propagation path length is the Euclidean distance from the center point of the speaker unit to the entrance point of the occupant's ear canal.

[0035] The second step is to determine the current speed of sound by introducing temperature correction coefficients, vehicle speed correction coefficients, and window opening correction coefficients. The standard speed of sound in air is 340 m / s (at 20°C), but the actual speed of sound is significantly affected by temperature; for every 1°C increase in temperature, the speed of sound increases by approximately 0.6 m / s. Furthermore, changes in vehicle speed cause fluctuations in air pressure inside the vehicle, and window opening affects air density and airflow within the vehicle; these factors all have a small but not negligible impact on the speed of sound. Therefore, this embodiment introduces three correction coefficients: the temperature correction coefficient is calculated based on the temperature value collected by the vehicle's in-vehicle temperature sensor; the vehicle speed correction coefficient is calculated based on the vehicle speed signal obtained from the vehicle's CAN bus; and the window opening correction coefficient is calculated based on the position feedback signal of the window lift motor. By combining these three correction coefficients, the standard speed of sound is dynamically corrected to obtain the current actual speed of sound.

[0036] The third step is to calculate the delay parameters. Based on the propagation path length and the current speed of sound, the delay parameters for each speaker channel are calculated. The delay parameter is equal to the propagation path length divided by the current speed of sound. Since the distances from each speaker to the occupant's ears are different, the calculated delay parameters are also different. By applying the corresponding delay to each speaker channel, the sound waves emitted by all speakers can reach the occupant's ears simultaneously, eliminating phase interference and comb filtering effects caused by differences in propagation paths.

[0037] More specifically: Channel delay compensation formula For the nth seat, the total real-time delay is... (Unit: ms) is: in: This indicates the basic delay set by the manufacturer before the seat leaves the factory.

[0038] Displacement compensation: Calculate the three-dimensional Euclidean distance (in meters) between the real-time position of the occupant's head and the base position, and divide by the current speed of sound. .

[0039] Precise sound speed correction: (m / s). This correction ensures that temperature-induced changes in the speed of sound are accurately compensated for, avoiding the low-temperature range deviation caused by using 343+0.6T.

[0040] For high-speed compensation: (ms), the coefficient can be adaptively fine-tuned according to the wind noise energy outside the vehicle.

[0041] For window opening compensation: (ms), which can be graded according to the degree of window opening.

[0042] Dynamic refresh: Normal refresh every 100ms; when the occupant's head movement speed exceeds 10cm / s, the high-speed refresh is increased to 20ms to ensure parameter continuity.

[0043] The frequency response gain compensation algorithm includes: The head-related transfer function filter coefficients in the high-frequency band are determined based on the occupant's ear orientation angle. The global gain adjustment amount is determined based on the real-time ambient noise level; The low-frequency equalization curve is determined based on the occupant weight class and the sound absorption coefficient of the cabin interior. By combining the head-related transfer function filter coefficients, global gain adjustment, and low-frequency equalization curves, frequency response gain parameters for each speaker channel are generated.

[0044] The frequency response gain compensation algorithm includes the following sub-steps: The first step is to determine the head-related transfer function (HRTF) filtering coefficients for the high-frequency band based on the occupant's ear orientation angle. The HRTF describes the acoustic filtering characteristics of sound waves as they propagate from the sound source to the eardrum, with the high-frequency band (typically above 2kHz) being most significantly affected by ear shape and orientation. When the occupant rotates their head or changes ear orientation, the sound pressure level and spectrum of the high-frequency band change noticeably. This embodiment uses a pre-stored HRTF database corresponding to different ear orientation angles, and obtains the corresponding HRTF filtering coefficients by looking up a table or interpolating based on the real-time detected ear orientation angle. These coefficients are then used for directional compensation of the high-frequency audio signal.

[0045] The second step is to determine the global gain adjustment based on the real-time ambient noise level. Ambient noise includes road noise, wind noise, engine noise, etc., which can mask details in the audio signal and affect the listening experience. By placing noise sensors (such as microphone arrays) in the cabin to collect ambient noise levels in real time, the global gain (i.e., volume) of the audio signal is automatically adjusted according to the noise level to keep the signal-to-noise ratio of the audio signal within a comfortable range. For example, when the vehicle is traveling at high speed and wind noise increases, the gain is automatically increased to compensate for the noise masking effect; when the vehicle is stationary, the gain is automatically decreased to avoid excessive volume.

[0046] The third step involves determining the low-frequency equalization curve based on the occupant's weight class and the cabin interior sound absorption coefficient. Occupant weight class affects the vibration characteristics of the seat and body, thus influencing the propagation and perception of low-frequency sound waves. The cabin interior sound absorption coefficient (including the sound absorption characteristics of materials such as seat fabrics, carpets, and ceilings) affects the attenuation and reflection of low-frequency sound waves within the cabin. This embodiment uses a pre-stored weight class-low-frequency compensation mapping table and an interior material-sound absorption coefficient database, combined with real-time detected occupant weight class and vehicle interior material information, to generate a targeted low-frequency equalization curve to compensate for the low-frequency response.

[0047] The fourth step involves combining the HRTF filter coefficients, global gain adjustment, and low-frequency equalization curve to generate the frequency response gain parameters for each speaker channel. Specifically, the HRTF filter coefficients are applied to the high-frequency band, the global gain adjustment is applied to the entire frequency band, and the low-frequency equalization curve is applied to the low-frequency band. The final frequency response gain parameter is obtained by superimposing these three parameters. This parameter is a gain curve that varies with frequency and is used to guide subsequent audio signal equalization processing.

[0048] More specifically, the formula for frequency response gain compensation is expressed as follows: Clarify the expression: For the nth seat and the frequency band of frequency f, the total gain to be applied is... (Unit: dB) is:

[0049] Definitions of each item: Orientation compensation

[0050] It is a frequency-dependent orientation compensation coefficient (dB / degree), which is larger in the high-frequency range to compensate for high-frequency attenuation when the auricle deviates from the axis.

[0051] Noise compensation

[0052] It will activate when the noise sound pressure level in this frequency band exceeds 40dB, with a maximum compensation of 30dB (compared to...). (After product limiting), to ensure signal-to-noise ratio and prevent clipping.

[0053] Weight compensation

[0054] The default value is 1, which compensates for the differences in sound pressure sensitivity among different body sizes.

[0055] Interior reflection compensation

[0056] The sound absorption coefficient of the vehicle's interior is 0~1; the stronger the high-frequency sound absorption, the more compensation is required.

[0057] The function of this frequency response gain compensation is to comprehensively compensate for frequency response distortion caused by four factors: auricle orientation attenuation, environmental noise masking, differences in occupant weight sensitivity, and acoustic reflections from the interior, thus ensuring frequency response across the entire frequency band.

[0058] The corresponding calculation logic: Orientation compensation: When the auricle deviates from the axis of the speaker, the high-frequency attenuation increases with the increase of the angle. The corresponding gain is compensated according to the frequency band characteristics to ensure consistent high-frequency listening experience. Noise compensation: Based on the noise level of the current frequency band, dynamically increase the gain of the corresponding frequency band to ensure a signal-to-noise ratio of ≥25dB, while setting an upper limit of 30dB to avoid clipping.

[0059] The crosstalk cancellation algorithm includes: Construct the transfer function matrix from the speaker array of each seat to the binaural position of each seat occupant; Based on the regularized inverse filtering method, the transfer function matrix is ​​inverted to generate a crosstalk cancellation filter; The audio signals from each seat are processed by the crosstalk cancellation filter and then distributed to the corresponding speaker array.

[0060] The crosstalk cancellation algorithm includes the following sub-steps: The first step is to construct the transfer function matrix, which represents the transfer function from each seat speaker array to the binaural positions of each occupant. This transfer function matrix H is an M×N matrix, where M is the total number of speaker units in all seats, and N is the total number of binaural positions in all seats with occupants (two ear positions per seat). Each element Hmn in the matrix represents the acoustic transfer function from the m-th speaker unit to the n-th listening position, typically obtained through measurement or simulation, and includes amplitude-frequency and phase-frequency characteristics. The transfer function matrix describes the complete input-output relationship of the cabin acoustic system.

[0061] As an example, the left and right speakers of each seat's headrest, together with the occupant's ears, form a near-field 2×2 acoustic transmission matrix. :

[0062] diagonal elements Elements on the same side are considered paths, while elements off-diagonal are considered crosstalk paths.

[0063] The second step is to generate a crosstalk cancellation filter. Based on the regularized inverse filtering method, the transfer function matrix is ​​inverted to generate the crosstalk cancellation filter. Since the transfer function matrix H is usually a non-square matrix or an ill-conditioned matrix, direct inversion will lead to instability. Therefore, a regularized inverse filtering method is adopted, that is, a regularization parameter β is introduced in the inversion process. The value of the regularization parameter β needs to strike a balance between the crosstalk cancellation effect and the signal fidelity. If β is too large, the cancellation effect will decrease; if β is too small, low-frequency distortion and power amplification will occur.

[0064] Algorithm principle: After the sound source is input and before playback, a regularized inverse matrix C is left-multiplied, so that the signal matrix finally reaching both ears becomes a diagonal matrix. (usually taken) ):

[0065] in It is a frequency-dependent regularization parameter used to constrain low-frequency gain and prevent filter instability; Let H be the conjugate transpose of H, I be the identity matrix, and D be the target response matrix (usually set as a diagonal matrix, indicating that each speaker array is expected to produce a response only at the binaural ears of its corresponding seat occupant, and zero at the binaural ears of other seat occupants).

[0066] The third step involves distributing the audio signals. The audio signals from each seat are processed by a crosstalk cancellation filter and then distributed to the corresponding speaker array. Specifically, the original audio signals from each seat are combined into an input vector, which is then multiplied by the crosstalk cancellation filter matrix C to obtain the output signal vector for each speaker channel. When this output signal drives each speaker to play, it creates multiple independent acoustic zones in the physical space. Occupants within each zone primarily hear the audio content of their own seat, while audio leakage from other seats is effectively suppressed.

[0067] Step S3: Based on the delay parameters, phase parameters, and frequency response gain parameters of each seat calculated in step S2, dynamically adjust the audio signal and output the adjusted audio signal independently to the speaker array corresponding to each seat.

[0068] Specifically, dynamically adjusting the audio signal refers to real-time processing of the raw audio stream data, including: applying a delay to the audio signal based on delay parameters, adjusting the signal phase based on phase parameters, and equalizing each frequency band based on frequency response gain parameters. The adjusted audio signal is output to the speaker array corresponding to each seat through independent audio channels, and each seat's speaker array plays independently without interference.

[0069] A speaker array refers to a group of speakers configured for each seat. The specific number and arrangement of these speakers can be flexibly set according to the vehicle model and cabin structure. For example, it can include headrest speakers, door speakers, and under-seat speakers.

[0070] The above speaker array includes: The first set of speakers, located on both sides and below the headrest, is used to output mid-to-high frequency audio signals and participate in crosstalk cancellation. The second set of speakers is located at the bottom of the car door and is used to output low-frequency audio signals; The third set of speakers, located beneath the seat frame, outputs ultra-low frequency audio signals to enhance the tactile experience. Each speaker is independently connected to the corresponding seat's audio processing channel and employs an independent power amplifier circuit.

[0071] Step S4: Dynamically verify the actual listening effect of each seat according to the preset time interval and correct the sound field parameter error.

[0072] Specifically, the preset time interval can be a fixed period, such as a check every 30 seconds, 1 minute, or 5 minutes; or it can be triggered by specific events, such as vehicle start-up, occupant change, or speed change exceeding a threshold. Actual listening effect refers to the quality of the audio signal actually heard by the occupant, which can be collected and evaluated using a calibration microphone integrated into the headrest or other acoustic sensors.

[0073] Correcting the sound field parameter error refers to comparing the verification result with the expected sound field parameters, calculating the deviation, and then performing closed-loop correction on the parameters of the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm involved in step S2 to keep the sound field parameters in the optimal state at all times.

[0074] The aforementioned dynamic verification specifically includes: The calibration microphone integrated in each seat headrest picks up the playback signal of the currently playing audio. The calibration microphone can be a small electret microphone or MEMS microphone, embedded inside the headrest and facing the occupant's ear. It is used to collect the audio signal actually heard by the occupant. Since the calibration microphone is close to the occupant's ear, the signal it collects can better represent the sound actually heard by the occupant. The playback signal is compared with the desired signal to calculate the deviation. The desired signal is the ideal audio signal calculated in step S2, that is, the target signal after delay compensation, frequency response gain compensation and crosstalk cancellation. The actual playback signal picked up by the calibration microphone is compared with the desired signal in the time domain and frequency domain to calculate the deviation between the two, including delay deviation, phase deviation and amplitude frequency response deviation. Based on the deviation, update the parameters of the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm; for example, if a deviation between the actual delay and the expected delay is detected, adjust the propagation path length or sound speed parameter in the delay compensation algorithm; if a deviation between the actual amplitude-frequency response and the expected amplitude-frequency response is detected, adjust the HRTF coefficient or equalization curve parameter in the frequency response gain compensation algorithm; if a decrease in crosstalk isolation is detected, adjust the transfer function matrix or regularization parameter in the crosstalk cancellation algorithm.

[0075] Each headrest has a built-in miniature calibration microphone. Upon first use, it automatically plays a calibration sweep signal to collect audio parameters that actually reach the occupant's ears, automatically correcting basic calibration errors. The calibration accuracy is improved compared to the factory pre-calibration. Each time the vehicle is started, it automatically performs a quick self-test to check the working status of all sensors, speakers, and processing channels. If any abnormality occurs, it automatically switches to the backup parameter mode.

[0076] Through the closed-loop cycle of the four steps S1 to S4 described above, this method realizes the complete process of all-seat adaptive audio control.

[0077] Example 2 Combination Figure 2 As shown, this embodiment of the invention provides a full-seat adaptive car audio control system for implementing the method described in Embodiment 1. The system includes: The multimodal perception module is used to detect the occupant distribution information and occupant weight class of each seat in real time. At the same time, it performs real-time tracking of the head three-dimensional coordinates, head orientation angle and ear orientation angle of the seats where occupants are detected, and outputs perception data. The audio processing module is used to process the perceived data, call the delay compensation algorithm, the frequency response gain compensation algorithm, and the crosstalk cancellation algorithm to calculate the delay parameters, phase parameters, and frequency response gain parameters for each seat with occupants. The audio adjustment output module is used to dynamically adjust the audio signal according to the delay parameter, the phase parameter and the frequency response gain parameter, and output the adjusted audio signal independently to the speaker array corresponding to each seat. The adaptive correction module is used to dynamically verify the actual listening effect of each seat at preset time intervals and correct sound field parameter errors.

[0078] Example 3 See Figure 3 , Figure 3 This is a schematic diagram illustrating an embodiment of the electronic device provided in this invention. For example... Figure 3 As shown, this embodiment of the invention provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor 320. When the processor 320 executes the computer program 311, it performs the following steps: S1. Real-time detection of occupant distribution information and occupant weight class in each seat, and real-time tracking of head three-dimensional coordinates, head orientation angle and ear orientation angle in seats where occupants are detected, and output perception data. S2. Based on the sensed data, call the delay compensation algorithm, frequency response gain compensation algorithm and crosstalk cancellation algorithm to calculate the delay parameter, phase parameter and frequency response gain parameter for each seat with occupants. S3. Based on the delay parameter, the phase parameter and the frequency response gain parameter, dynamically adjust the audio signal and output the adjusted audio signal independently to the speaker array corresponding to each seat. S4. Dynamically verify the actual listening effect of each seat according to the preset time interval and correct the sound field parameter error.

[0079] Example 4 See Figure 4 , Figure 4 This is a schematic diagram illustrating an embodiment of a computer-readable storage medium provided by the present invention. (See diagram below.) Figure 4 As shown, this embodiment provides a computer-readable storage medium 400 on which a computer program 311 is stored. When the computer program 311 is executed by a processor, it performs the following steps: S1. Real-time detection of occupant distribution information and occupant weight class in each seat, and real-time tracking of head three-dimensional coordinates, head orientation angle and ear orientation angle in seats where occupants are detected, and output perception data. S2. Based on the sensed data, call the delay compensation algorithm, frequency response gain compensation algorithm and crosstalk cancellation algorithm to calculate the delay parameter, phase parameter and frequency response gain parameter for each seat with occupants. S3. Based on the delay parameter, the phase parameter and the frequency response gain parameter, dynamically adjust the audio signal and output the adjusted audio signal independently to the speaker array corresponding to each seat. S4. Dynamically verify the actual listening effect of each seat according to the preset time interval and correct the sound field parameter error.

[0080] In summary, the present invention provides a full-seat adaptive car audio control method, system, electronic device and storage medium, which, through an integrated technical architecture of "real-time perception - dynamic calculation - independent drive - closed-loop verification", provides each seat with an equal high-fidelity listening experience in a cabin environment where the number of passengers, sitting posture and body shape are dynamically changing. Compared with existing technologies, this invention breaks through the inherent limitations of the traditional "fixed emperor's seat" design concept, achieving for the first time real-time personalized adaptation of sound field parameters for all seats: Through dual-modal fusion perception of pressure sensor array and visual module, it solves the problem of insufficient accuracy of a single sensor under obstructed or poor lighting conditions; by introducing a delay compensation algorithm with multi-dimensional correction coefficients for temperature, vehicle speed, and window opening, as well as a frequency response gain compensation algorithm that comprehensively considers ear orientation, environmental noise, weight class, and interior sound absorption coefficient, it achieves high-precision dynamic calculation of sound field parameters; through a crosstalk cancellation algorithm based on regularized inverse filtering, it effectively suppresses audio crosstalk between seats, ensuring the independence of the sound field for each seat; and through a closed-loop verification mechanism using a calibration microphone integrated in the headrest, it ensures the stability and reliability of the system during long-term use. This invention not only significantly improves the intelligence level and user experience of in-vehicle audio systems but also provides a brand-new solution for the technological development of intelligent cockpit acoustic systems, possessing broad industrial application prospects and market value.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling an all-seat adaptive car audio system, characterized in that, Includes the following steps: S1. Real-time detection of occupant distribution information and occupant weight class in each seat, and real-time tracking of head three-dimensional coordinates, head orientation angle and ear orientation angle in seats where occupants are detected, and output perception data. S2. Based on the sensed data, call the delay compensation algorithm, frequency response gain compensation algorithm and crosstalk cancellation algorithm to calculate the delay parameter, phase parameter and frequency response gain parameter for each seat with occupants. S3. Based on the delay parameter, the phase parameter and the frequency response gain parameter, dynamically adjust the audio signal and output the adjusted audio signal independently to the speaker array corresponding to each seat. S4. Dynamically verify the actual listening effect of each seat according to the preset time interval and correct the sound field parameter error.

2. The method according to claim 1, characterized in that, In step S1, the occupant distribution information and occupant weight class are obtained through the pressure sensor array embedded in each seat cushion; the head three-dimensional coordinates, head orientation angle and ear orientation angle are obtained through the roof vision module. The method further includes: Based on the pressure center offset and total pressure value detected by the pressure sensor array, the height component in the head three-dimensional coordinates output by the roof vision module is corrected.

3. The method according to claim 1, characterized in that, In step S2, the delay compensation algorithm includes: Based on the corrected three-dimensional head coordinates, the propagation path length from each speaker to the corresponding ears of the occupant is calculated; Introduce temperature correction coefficient, vehicle speed correction coefficient, and window opening correction coefficient to determine the current speed of sound; Based on the propagation path length and the current sound speed, calculate the delay parameters for each speaker channel.

4. The method according to claim 1, characterized in that, In step S2, the frequency response gain compensation algorithm includes: The head-related transfer function filter coefficients in the high-frequency band are determined based on the occupant's ear orientation angle. The global gain adjustment amount is determined based on the real-time ambient noise level; The low-frequency equalization curve is determined based on the occupant weight class and the sound absorption coefficient of the cabin interior. By combining the head-related transfer function filter coefficients, global gain adjustment, and low-frequency equalization curves, frequency response gain parameters for each speaker channel are generated.

5. The method according to claim 1, characterized in that, In step S2, the crosstalk cancellation algorithm includes: Construct the transfer function matrix from the speaker array of each seat to the binaural position of each seat occupant; Based on the regularized inverse filtering method, the transfer function matrix is ​​inverted to generate a crosstalk cancellation filter; The audio signals from each seat are processed by the crosstalk cancellation filter and then distributed to the corresponding speaker array.

6. The method according to claim 1, characterized in that, In step S3, the speaker array includes: The first set of speakers, located on both sides and below the headrest, is used to output mid-to-high frequency audio signals and participate in crosstalk cancellation. The second set of speakers is located at the bottom of the car door and is used to output low-frequency audio signals; The third set of speakers, located below the seat frame, is used to output ultra-low frequency audio signals to enhance the tactile experience.

7. The method according to claim 1, characterized in that, In step S4, the dynamic verification includes: Control the calibration microphones integrated in the headrests of each seat to pick up the playback signal of the currently playing audio; The playback signal is compared with the expected signal, and the deviation is calculated. Based on the deviation, update the parameters of the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm.

8. A full-seat adaptive car audio control system, characterized in that, The system for implementing the method of any one of claims 1 to 7 comprises: The multimodal perception module is used to detect the occupant distribution information and occupant weight class of each seat in real time. At the same time, it performs real-time tracking of the head three-dimensional coordinates, head orientation angle and ear orientation angle of the seats where occupants are detected, and outputs perception data. The audio processing module is used to calculate the delay parameters, phase parameters, and frequency response gain parameters for each seat with occupants based on the perceived data by calling the delay compensation algorithm, frequency response gain compensation algorithm, and crosstalk cancellation algorithm. The audio adjustment output module is used to dynamically adjust the audio signal according to the delay parameter, the phase parameter and the frequency response gain parameter, and output the adjusted audio signal independently to the speaker array corresponding to each seat. The adaptive correction module is used to dynamically verify the actual listening effect of each seat at preset time intervals and correct sound field parameter errors.

9. An electronic device, comprising at least one processor and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which implements the all-seat adaptive car audio control method as described in any one of claims 1 to 7 by executing the instructions stored in the memory.

10. A computer-readable storage medium storing at least one instruction or at least one program, said at least one instruction or at least one program being loaded and executed by a processor to implement the all-seat adaptive car audio control method as described in any one of claims 1 to 7.

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