Method, setup and system for generating spatial sound fields

Abstract

Device (7600) with a circuit technology configured to display audio taking into account an internal displacement of the vehicle chassis caused by vehicle dynamics, which manifests itself in relative position changes of vehicle components to each other.

Description

TECHNICAL AREA

[0001] The present disclosure relates generally to methods, devices and systems for generating spatial sound fields, in particular to 3D audio inside a motor vehicle chassis. TECHNICAL BACKGROUND

[0002] Spatial audio rendering techniques for generating spatial sound fields create a virtual acoustic environment (also called 3D audio or 3D virtual audio). They generate "artificial" wavefronts synthesized by a large number of individually controlled loudspeakers. Examples include the so-called 5.1 or 7.1 systems, which consist of five or seven loudspeaker enclosures and one or two additional subwoofers designed to reproduce the low-frequency range of sound with higher energy. Such systems employ mathematical algorithms to reproduce a sound field as accurately as possible.

[0003] The best-known system for generating a spatial sound field is wavefield synthesis (WFS). The reproduction of a sound field is based on the Huygens principle and approximates it using a series of sound caps. This method is computationally complex. A target sound field is modeled as at least one target monopoly placed at a defined target position.

[0004] There are 3D audio systems optimized for in-car use. Such systems typically rely on crosstalk suppression techniques to control the sound reaching each ear. The low power requirements and well-defined listener positions are advantageous for optimizing these in-car systems. While 3D audio systems optimized for automotive use exist, it is generally desirable to improve techniques for creating a spatial sound field.

[0005] US 2017 / 0 078 822 A1 discloses a system for sound enhancement in vehicles, in which structural resonances are detected and desired sound components are amplified by combining sound and vibration sensors.

[0006] US patent 2016 / 0 144 782 A1 discloses a system for generating and controlling a synthetic driving sound in a vehicle, which creates an audio output signal based on vehicle status data and user settings. Furthermore, the system takes into account vehicle-specific transmission characteristics in the interior, such as frequency-specific distribution, propagation delays / synchronization between speakers, and enables torque- and speed-adjusted volume.

[0007] US 2013 / 0 156 213 A1 describes a method for the virtual tuning of an audio system with acoustic compensation, in which noises and non-acoustic signals, such as engine data, are recorded in a vehicle and used with the help of measured transfer functions to simulate the real listening environment.

[0008] WO 2016 / 165776 A1 combines Sound Field Synthesis and binaural rendering and selects an optimal audio playback strategy depending on the frequency range, predefined loudspeaker / source geometry and listener position.

[0009] According to a first aspect, the disclosure provides a device comprising a circuit technique designed to represent audio taking into account a displacement of the vehicle chassis caused by the vehicle dynamics.

[0010] According to a first aspect, the disclosure provides a method that includes audio representation taking into account a displacement of the vehicle chassis caused by vehicle dynamics.

[0011] According to one aspect, the revelation provides a computer program with instructions which, when executed on a processor, cause the processor to render audio taking into account a displacement of the vehicle chassis caused by the vehicle dynamics.

[0012] Further aspects are listed in the dependent claims, the following description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Exemplary embodiments are explained using the accompanying drawings, which show: Fig. 1 shows a process for determining the chassis displacement; Fig. 2 shows a process of 3D audio rendering based on speaker positions that take chassis displacement into account; Fig. 3 A schematic example illustrates the assumption that a force F acts downwards on the left front wheel and the rear wheels are fixed; Fig. Figure 4 illustrates an embodiment of how a relocation of a vehicle body frame can cause a shift in the loudspeaker positions; Fig. 5a illustrates a two-track model with a rotatable frame; Fig. 5b illustrates the suspension travel of the two-track model with a rotatable frame; Fig. 6 illustrates an embodiment of a method in which the audio representation takes into account a displacement of the vehicle chassis caused by the vehicle dynamics; Fig. 7 offers an embodiment of a 3D audio representation based on a digitized monopole synthesis algorithm; Fig. Figure 8 schematically shows an example of loudspeaker relocation in a 3D audio environment; and Fig. 9 is a block diagram that provides an example of the schematic structure of a vehicle control system as an example of a mobile body control system to which the technology according to an embodiment of the present disclosure can be applied. DETAILED DESCRIPTION OF THE EXECUTION FORMS

[0014] Before a detailed description of the embodiments with reference to Fig. 1. General explanations are given.

[0015] The embodiments relate to a device comprising circuitry designed to reproduce audio while taking into account displacement of the vehicle chassis caused by vehicle dynamics. In particular, the embodiments address the observation that, in a 3D audio sound system installed in a motor vehicle, the position of the loudspeakers may be unstable due to the vehicle's lack of torsional rigidity. This can impair sound quality. The device according to the embodiments described below can correct the reproduction of 3D sound inside a vehicle chassis, even when the loudspeakers are subject to individual displacements due to distortions such as the torque exerted on the chassis during driving maneuvers.

[0016] A vehicle chassis can, for example, consist of an inner vehicle frame which, in its design and use, supports an artificial object and can also provide protection for certain internal parts. An example of a chassis according to these embodiments is the lower part of a motor vehicle, consisting of the frame onto which the body is mounted. The term "chassis" as used here also encompasses the concept of a "driving" chassis, which includes the running gear such as wheels and transmission system, as well as the driver's seat.

[0017] Vehicle dynamics during braking, cornering, acceleration, etc., can lead to chassis flex. The term "chassis flex," as used in the embodiments described below, refers to all internal movements of the chassis, such as torsion, bending, and the like. Automakers design the torsional stiffness of the body, balancing various factors such as driver comfort, driving dynamics, achieving minimal chassis weight, manufacturing costs, providing sufficient space for passengers and luggage, minimizing drag, and maintaining an attractive shape. All these parameters influence the stiffness of the vehicle. Chassis flex results in corresponding flexes of the body and interior components, such as speakers located inside the vehicle.For example, when a vehicle brakes hard in a left-hand bend, its mass generates strong forces to the front right. These forces cause the chassis to shift and torsion. The inside rear wheel is lifted into the air, and the outside front wheel is pushed down. Speakers rigidly attached to the chassis (e.g., via the body) move in position according to this chassis shift.

[0018] The circuitry can include a processor, memory (RAM, ROM, or similar), mass storage, an input device (e.g., an interface to a vehicle communication bus), and an output device (an audio interface, speaker, etc.). Furthermore, it can include sensors for monitoring vehicle dynamics or environmental parameters (e.g., radar, humidity, light, temperature), etc.

[0019] The circuitry can be configured to reproduce 3D audio while taking vehicle chassis displacement into account. The device can, for example, relate to the reproduction of 3D sound within a flexible vehicle chassis, such as the chassis of a motor vehicle. For instance, according to one embodiment, a 3D audio sound controller thus considers chassis displacements during sound reproduction. The 3D audio sound controller can add delays or phase shifts to the individual loudspeaker signals (see [reference] for details). Fig. 6 and corresponding description), to reproduce correct 3D audio quality despite chassis movements. By adding delays to the sound output for each speaker individually, the same sound quality could be perceived by passengers, as there is no deformation of the vehicle chassis. That is, according to some embodiments, when the position of the speakers changes, the signals fed to each speaker are pre-distorted to maintain the phase relationship of all audio signals within the area where the 3D audio effects are intended to take effect. This makes it possible to eliminate negative effects on the 3D sound caused by speaker relocations. Thus, the sound quality is maintained even when the vehicle is maneuvered in a way that could deform the chassis.

[0020] The circuitry can be set up, for example, to use wavefield synthesis and / or monopole synthesis techniques to generate 3D sound sources.

[0021] The circuitry is designed for noise suppression, taking into account the movement of the vehicle chassis. Noise suppression can be achieved, for example, by detecting ambient noise and playing back 3D sound within a flexible vehicle chassis, where the 3D sound acts as an anti-noise signal intended to cancel out the detected ambient noise.

[0022] Furthermore, the consideration of chassis displacements can also be used in audio playback with cross-channel compensation, which uses cancellation to generate stereo / HRTF effects. Even small changes to the loudspeakers would pose a problem in this case.

[0023] In vehicles on racetracks, the 3D audio sound system can convey sporty vehicle sounds to the driver (engine running, ignition and exhaust sounds, turbocharger whirring, misfires, wheel noise during drifting or sliding, etc.). Such an in-car sound could be a frequently chosen feature, for example, for an electric car, if the driver wants to enjoy the sound of a combustion engine. The vehicle itself is silent from the outside. When used on a racetrack, the forces on the vehicle chassis are at their maximum, and the 3D audio should operate at full power.

[0024] The control system can be configured to determine chassis displacement based on information about vehicle dynamics. This information can be obtained, for example, from sensors integrated into the vehicle. A vehicle might have integrated sensors that continuously provide and record information about its dynamics, such as yaw, pitch, and roll rates, wheel speeds obtained from wheel slip sensors, and information from steering angle sensors, throttle position sensors, and brake sensors that detect every driving maneuver. Braking forces and accelerations can also be measured by a modern vehicle.

[0025] According to some embodiments, the circuitry is configured to calculate speaker positions or corrections to speaker positions based on information about the vehicle dynamics. For example, the circuitry is configured to determine chassis displacement and, based on this displacement, calculate speaker positions or corrections to speaker positions. The speaker positions could, for example, refer to an arrangement of speakers distributed within a vehicle.

[0026] For example, the circuit technology can be set up to determine the chassis displacement by calculating a torsion of the chassis.

[0027] Calculating the torsion of a chassis can, for example, include calculating a torsion angle. Chassis torsion can cause the relative position of the front speakers to change with respect to the rear speakers. According to the embodiments described in detail below, the speaker displacements caused by such chassis shifts are determined and taken into account to ensure accurate 3D audio reproduction.

[0028] The circuitry can be configured to calculate the chassis torsion based on a predefined torsional stiffness of the vehicle body. Methods for determining the torsional stiffness of vehicle chassis are known and include analytical, simulation, and experimental procedures. For example, a typical small family car has a torsional stiffness of 6.7 kN / °, while a mid-engined sports car typically has a torsional stiffness of 65 kN / °. A predefined torsional stiffness of a vehicle body can be expressed, for example, as a parameter in the range of 5 kN / ° to 100 kN / ° or similar values.

[0029] The circuitry can be configured to detect one or more forces acting on a vehicle's tires and to calculate chassis torsion from these forces. The forces acting on the tires can be detected, for example, using accelerometers positioned on the tires.

[0030] Alternatively or additionally, the circuitry can be configured to determine the vehicle's lateral acceleration and to calculate chassis torsion based on that acceleration. The vehicle's lateral acceleration can be determined, for example, using an accelerometer located anywhere in or on the vehicle.

[0031] Alternatively or additionally, the circuit technology can be set up to determine the resonance excitations of the suspension system to predict chassis displacements.

[0032] Alternatively or additionally, the circuitry can be set up to obtain direct measurements of chassis movements.

[0033] Alternatively or additionally, the circuitry can be set up to determine chassis displacements based on calibration.

[0034] The embodiments also relate to a method in which the audio representation takes into account a displacement of the vehicle chassis caused by vehicle dynamics. The method may include any of the processes and / or operations described above or in the detailed description of the embodiments below.

[0035] The embodiments also relate to a computer program with instructions that, when executed on a processor, cause the processor to display audio taking into account chassis displacement caused by vehicle dynamics. The computer program can implement any of the processes and / or operations described above or in the detailed description of the embodiments below. Determining chassis displacement based on vehicle dynamics.

[0036] Fig. Figure 1 shows a process for determining chassis displacement. A motor vehicle 101 has integrated sensors that continuously provide and record information 102 about the vehicle dynamics, such as yaw, pitch, and roll rates, wheel speeds obtained from wheel slip sensors, and information obtained from steering angle sensors, throttle position sensors, and brake sensors, which record every driving maneuver of the motor vehicle. Braking forces and accelerations can also be measured by a modern motor vehicle. At Figure 103, the information 102 obtained from the sensors about the vehicle dynamics is used to determine the chassis displacements. The prediction of the chassis displacements yields (corrected) speaker positions 104. 3D audio rendering taking chassis displacement into account

[0037] Fig. Figure 2 shows a process for 3D audio rendering based on loudspeaker positions that take into account chassis displacement. A 3D audio rendering process 201 receives audio data from an audio source 202. Furthermore, the 3D audio rendering process 201 receives (corrected) loudspeaker positions 203, which are determined by predictions of chassis displacements (as in Fig. 1 described). The 3D audio rendering process 201 displays the audio data from an audio source 202 taking into account the (corrected) loudspeaker positions 203. Thus, the 3D audio rendering process 201 can reproduce correct 3D audio on a loudspeaker arrangement 204 to which the (corrected) loudspeaker positions 203 refer. Torsion caused by braking in a curve

[0038] During hard braking in a curve, the forces on the tires are unevenly distributed. Forces equivalent to 10 tons of mass can occur on a single tire.

[0039] The forces acting on the tires can be measured by sensors in the suspension system, such as linear or rotary potentiometers. Using the model described below, the chassis displacement can be calculated based on the forces determined by the sensors in the suspension system.

[0040] Fig. Figure 3 illustrates a schematic example assuming a downward force F acts on the left front wheel and the rear wheels are fixed. In this case, for a vehicle of width w, a torsional moment of M=12wF.

[0041] The torsion is related to the applied length l and the torsional stiffness c. T and the torsion angle Δφ connected by M=cTΔφ.

[0042] By identifying half the vehicle width w / 2 with the length l, combining the two equations mentioned above and solving for the torsion angle Δφ, the following result is obtained: Δφ=12wcTF.

[0043] Considering that two front and two rear speakers are located on the sides of the vehicle, the torsion angle Δφ determined with the above model indicates that the speaker pairs exhibit a relative displacement as shown in Fig. Figure 4 shows the relative displacement of the position. This can be calculated as follows: Δz=w2sin Δφ≈w2Δφ Δy=w2(1−cos Δφ)≈w2Δφ2

[0044] For example, assuming a torsional stiffness of c TAssuming a force of 10 kNm / °, a vehicle width of w = 2 m and a force F = 50 kN acting on the tires corresponding to a weight of approximately 5 t, the model described above results in a torsion angle of Δφ = 5° ≈ 0.09, which corresponds to a displacement of the loudspeaker position of Δz ≈ 9 cm and Δy ≈ 1 cm.

[0045] Audio wavelengths at 10 kHz – likely one of the highest audible frequencies – have a wavelength of 3.5 cm, far below the displacement of 9 cm determined above. This shows that changes in speaker distance of this magnitude do indeed affect 3D audio reproduction. Torsion caused by lateral acceleration in a curve

[0046] The following embodiment concerns lateral accelerations resulting from driving in a curve, which also significantly influence the relative speaker positions.

[0047] Fig. Figure 5a illustrates a two-track model with a rotatable frame, as disclosed in B. Heißing, M. Ersoy: Chassis Handbook: Fundamentals, Driving Dynamics, Components, Mechatronics, Perspectives. 2010. Springer Science & Business Media. pp. 76-79.

[0048] A vehicle entering a curve with a radius r has a lateral acceleration a y , which can be expressed by the vehicle speed v by ay=v2r.

[0049] Therefore, a vehicle of mass m experiences a centrifugal force of FC=may.

[0050] In most vehicles, the roll axis of the suspension and the center of mass of the vehicle have a vertical distance h, which causes the centrifugal force F c a torsion is caused. If g represents the acceleration due to gravity and φ the roll angle, the total rolling moment of a single vehicle axle is given by Mφ=Fch cos φ+mgh sin φ.

[0051] The second term is due to the displacement of the center of mass by rotation. For simplification, a first-order Taylor approximation is applied, which Mφ≈Fch=mayh This results in... To counteract the rolling moment, vehicles are equipped with suspension. According to the model, two springs are assumed for one axle, with one spring having a spring stiffness c. s and the suspension travel f s Each spring is spaced at a distance s. s arranged relative to each other. We approximate the spring travel linearly by fs≈ss2φ.

[0052] In summary, the rolling moment is balanced by the suspension through Mφ≈mayh=2sscsfs2≈csss22φ.

[0053] As a model for a vehicle frame, two are connected by a torsion spring with stiffness c. t Considering connected axes. This results in: m1ayh1≈csss22φ1−(φ2−φ1)ct m2ayh2≈csss22φ2+(φ2−φ1)ct Assuming identical suspension parameters for both axes, the torsion angle between the two axes is defined as Δφ = (φ2 - φ1), and the first equation is subtracted from the second equation, which ay(m2h2−m1h1)=csss22Δφ+2Δφct This results in: This can now be solved for the angle of torsion and simplified to: Δφ=2ay(m2h2−m1h1)csss2+4ct

[0054] Assuming a suspension travel of approximately the vehicle width s s = 2 m, a spring stiffness of c s = 20,000 N / m, a total mass of = 1500 kg and a lateral acceleration of ay=10ms2, and further starting from m2h2−m1h1≈m(h2−h1)=800 kgm, This results in a torsion angle of Δφ ≈ 0.667° ≈ 0.012, which leads to a relative loudspeaker displacement of Δy ≈ 0.1 mm and Δz ≈ 12 mm.

[0055] Fig. Figure 5b illustrates the suspension travel in the two-track model with a torsional frame, where exemplary forces F1 act on the front axle and F2 on the rear axle (i.e., from the previously described roll moment). The suspension travels f s1 and f s2 These differences are based, for example, on a different mass distribution on the vehicle axle.

[0056] Fig. Figure 6 illustrates an embodiment of a method in which the audio representation takes into account a displacement of the vehicle chassis caused by the vehicle dynamics. In Figure 601, a lateral acceleration a y received. At 602, the torsion angle Δφ is calculated based on the lateral acceleration a. y and based on vehicle parameters (such as m2, h2, m1, h1, c) t , c s , s s) is calculated. In 603, the loudspeaker displacement Δy, Δz is calculated from the torsion angle Δφ and the stationary loudspeaker positions. Finally, in 604, the 3D audio display setup is configured with corrected loudspeaker positions. Direct measurement of the movements of the vehicle chassis

[0057] According to another embodiment, the movements of the vehicle chassis are measured directly, e.g., by strain gauges located at points where deformation is significant. Sensors in the chassis suspension, the spring assembly, etc., can also be helpful in estimating chassis movements. Prediction of chassis displacements based on calibration

[0058] According to another embodiment, chassis displacements are determined through calibration and measurements. To compensate for the different loudspeaker positions, separate calibrations of the loudspeaker positions are performed; that is, the loudspeaker positions are measured when no force is acting on the system. Subsequently, the measurement is repeated under the influence of external forces, and the relationship between chassis displacement and external forces is recorded in a database. This calibration can be performed for a predetermined number of support points.

[0059] Following this calibration phase, chassis displacements are determined during vehicle operation by identifying the current external forces acting on the vehicle and querying the database to obtain the chassis displacement corresponding to those forces. If the current external forces do not match any of the reference points for which calibration was performed, the actual speaker positions can be determined by linear interpolation. This process can be refined by using more reference points. System for digitized monopoly synthesis in the case of integer delays

[0060] Fig. Figure 7 provides an embodiment of a 3D audio representation based on a digitized monopole synthesis algorithm. The theoretical background of this technique is described in more detail in patent application US 2016 / 0037282 A1.

[0061] The technique implemented in the embodiments of US 2016 / 0037282 A1 is conceptually similar to wavefield synthesis, which generates a defined sound field using a limited number of acoustic hoods. However, the fundamental basis of the generation principle of these embodiments is unique, as the synthesis does not attempt to model the sound field exactly, but rather relies on a least-squares approach.

[0062] A target sound field is modeled as at least one target monopoly located at a defined target position. In one embodiment, the target sound field is modeled as a single target monopoly. In other embodiments, the target sound field is modeled as multiple target monopolies, each located at a defined target position. For example, each target monopoly can represent a noise suppression source consisting of a set of multiple noise suppression sources positioned at a specific location within a room. The position of a target monopoly can move. For example, a target monopoly can adapt to the movement of a sound source to be attenuated.If several target monopolies are used to represent a target sound field, the procedures described below for synthesizing the sound of a target monopoly can be applied independently for each target monopoly using a set of defined synthesis monopolies, and the contributions of the synthesis monopolies obtained for each target monopoly can be summed to reconstruct the target sound field.

[0063] A source signal x(n) is replaced by z -np marked delay units and amplification units a p supplied, where p = 1,...,N is the index of the respective synthesis monopoly used to synthesize the target monopoly signal. The delay and amplification units according to this embodiment can apply equation (117) of reference US 2016 / 0037282 A1 to the resulting signals y p (n) = s p(n) to calculate, which are used to synthesize the target monopoly signal. The resulting signals s p (n) are amplified and sent to the loudspeaker S p supplied.

[0064] In this embodiment, the synthesis takes place in the form of delayed and amplified components of the source signal x.

[0065] According to this embodiment, the delay corresponds to n p for a synthesis monopoly of the sound propagation time indexed with p for the Euclidean distance r = R p0 = |r p - r o | between the target monopoly r o and the generator r p .

[0066] Furthermore, the amplification factor ap=ρcRp0 According to this embodiment, the distance r = R is inversely proportional. p0 .

[0067] In alternative embodiments of the system, the modified gain factor according to equation (118) of reference US 2016 / 0037282 A1 can be used.

[0068] In other alternative embodiments of the system, a mapping factor, as in Fig. 9 described, can be used to modify the amplification.

[0069] Fig. Figure 8 schematically shows an example of loudspeaker displacement in a 3D audio system. A user of the 3D audio system is located in room 801. Three loudspeakers SP1, SP2, and SP3 generate a virtual sound source 802 (e.g., a monopole source). Due to the chassis displacement, the position of loudspeaker SP2 is shifted to SP2' (dashed lines). The sound propagation times from the respective loudspeaker positions and the user 801 to the virtual sound source 802 are Δt0, Δt1, Δt2, Δt'2, and Δt3. Considering a 3D rendering system that uses the amplitude and phase relationship between the real loudspeaker SP2 and a virtual source 802, it is readily apparent that the chassis displacement creates an imbalance in the delays within the system. Fig. 8. The shifted position of the real loudspeaker (SP2') would give the impression of a virtual source shifted to the right. By changing the delay from Δt2 to Δt'2 and correcting the amplitude, the virtual position of the virtual source 802 can be maintained despite the displacement of the loudspeaker SP2 due to the chassis shift. Application examples

[0070] The technology according to one embodiment of the present disclosure, in particular a 3D audio display device as described above, is applicable to various products. For example, the technology according to one embodiment of the present disclosure can be implemented as a device included in a vehicle body that is any type of motor vehicle, electric vehicle, hybrid electric vehicle, motorcycle, bicycle, personal mobility vehicle, aircraft, train, helicopter, drone, ship, robot, construction machinery, agricultural machinery (e.g., tractors), and the like.

[0071] Fig. Figure 9 is a block diagram illustrating the schematic structure of a vehicle control system 7000 as an example of a mobile body control system to which the technology according to an embodiment of the present disclosure can be applied. The vehicle control system 7000 comprises a plurality of electronic control units interconnected via a communication network 7010. In the Fig. In the example shown, the vehicle control system 7000 comprises a powertrain control unit 7100, a body control unit 7200, a battery control unit 7300, a vehicle exterior information acquisition unit 7400, a vehicle interior information acquisition unit 7500, and an integrated control unit 7600. The communication network 7010, which connects a variety of control units, can, for example, be a vehicle-mounted communication network conforming to any standard such as Controller Area Network (CAN), Local Interconnect Network (LIN), Local Area Network (LAN), FlexRay (registered trademark), or the like.

[0072] Each of the control units comprises: a microcomputer that performs arithmetic processing according to various types of programs; a memory section that stores the programs executed by the microcomputer, the parameters used for various types of operations, or the like; and a driver circuit that controls various types of control target devices. Each of the control units further comprises: a network interface (I / F) for communicating with other control units via the 7010 communication network; and a communication interface for communicating with a device, sensor, or the like inside and outside the vehicle via wired or wireless communication. The in Fig. Figure 9 illustrates the functional arrangement of the integrated control unit 7600, comprising a microcomputer 7610, a universal communication interface 7620, a special communication interface 7630, a positioning unit 7640, a beacon receiver 7650, an in-vehicle device interface 7660, an audio / video output unit 7670, a vehicle-mounted network interface 7680, and a memory unit 7690. The other control units also contain a microcomputer, a communication interface, a memory unit, and the like.

[0073] The 7100 powertrain control unit manages the operation of components connected to the vehicle's powertrain according to various programs. For example, the 7100 powertrain control unit acts as a control device for a power-generating device that produces the vehicle's propulsion power, such as an internal combustion engine, a drive motor, or the like; a power transmission mechanism that transfers the propulsion power to the wheels; a steering mechanism that adjusts the vehicle's steering angle; a braking system that generates the vehicle's braking force; and the like. The 7100 powertrain control unit may also function as a control device for an anti-lock braking system (ABS), electronic stability control (ESC), or similar systems.

[0074] The drive system control unit 7100 is connected to a vehicle condition monitoring unit 7110. The vehicle condition monitoring unit 7110, for example, comprises at least one gyroscope sensor that detects the angular velocity of the axial rotation of a vehicle body, an acceleration sensor that detects the lateral (a y in plant 601 of Fig. 6) and forward acceleration of the vehicle, and sensors for detecting the amount of actuation of an accelerator pedal, the amount of actuation of a brake pedal, the steering angle of a steering wheel, the engine speed or the rotational speed of wheels, and the like. In the present application, the lateral acceleration can, for example, be used to calculate (in operation 602 of Fig. 6) the torsion angle is used for sound correction. The drive system control unit 7100 performs computational processing using an input signal from the vehicle state sensing unit 7110 and controls the internal combustion engine, the drive motor, an electric power steering system, the braking system, and the like.

[0075] The 7200 body control unit (BCU) controls the operation of various vehicle body systems according to different programs. For example, the BCU acts as a control device for a keyless entry system, a smart key system, power windows, or various types of lights such as headlights, reversing lights, brake lights, turn signals, fog lights, and the like. In this case, radio waves transmitted from a mobile device as an alternative to a key, or signals from various types of switches, can be input into the BCU. The BCU receives these input radio waves or signals and controls the vehicle's door locks, power windows, lights, and other similar systems.

[0076] The 7300 battery control unit controls a 7310 secondary battery, which serves as a power source for the drive motor, according to various types of programs. For example, the 7300 battery control unit receives information from a battery device containing the 7310 secondary battery, such as battery temperature, battery output voltage, remaining charge, or similar data. Based on these signals, the 7300 battery control unit performs calculations and controls the temperature of the 7310 secondary battery, or controls a cooling device associated with the battery device, or similar equipment.

[0077] The vehicle exterior information acquisition unit 7400 acquires information about the exterior of the vehicle, including the vehicle control system 7000. For example, the vehicle exterior information acquisition unit 7400 is connected to at least one image acquisition unit 7410 and one vehicle exterior information acquisition unit 7420. The image acquisition unit 7410 includes at least one time-of-flight (ToF) camera, one stereo camera, one monocular camera, one infrared camera, and other cameras. The vehicle exterior information acquisition unit 7420 includes, for example, at least one environmental sensor for sensing current atmospheric or weather conditions and one peripheral information acquisition sensor for detecting another vehicle, an obstacle, a pedestrian, or the like at the periphery of the vehicle, which contains the vehicle control system 7000.

[0078] The environmental sensor can be, for example, at least one raindrop sensor that detects rain, one fog sensor that detects fog, one sunshine sensor that detects a degree of sunshine, and one snow sensor that detects snowfall. The peripheral information acquisition sensor can be at least one ultrasonic sensor, one radar device, and one LIDAR device (Light Detection and Ranging device or Laser Imaging Detection and Ranging device). The image acquisition unit 7410 and the vehicle exterior information acquisition unit 7420 can each be provided as an independent sensor or device, or as a device incorporating a plurality of sensors or devices.

[0079] The vehicle exterior information acquisition unit 7400 allows the image acquisition unit 7410 to capture an image of the vehicle's exterior and receives the captured image data. Additionally, the vehicle exterior information acquisition unit 7400 receives acquisition information from the vehicle exterior information acquisition unit 7420, which is connected to the vehicle exterior information acquisition unit 7400. If the vehicle exterior information acquisition unit 7420 is an ultrasonic sensor, radar device, or LiDAR device, the vehicle exterior information acquisition unit 7400 emits an ultrasonic wave, an electromagnetic wave, or the like and receives information from a reflected wave.Based on the received information, the Vehicle Exterior Information Acquisition Unit 7400 can process the detection of an object such as a person, vehicle, obstacle, sign, marking on a road surface, or the like, or process the detection of the distance to it. The Vehicle Exterior Information Acquisition Unit 7400 can perform environmental detection processing based on the received information to detect rain, fog, road surface conditions, or the like. The Vehicle Exterior Information Acquisition Unit 7400 can calculate the distance to an object outside the vehicle based on the received information.

[0080] Furthermore, the vehicle exterior information acquisition unit 7400 can use the received image data to perform image recognition processing for the detection of a person, vehicle, obstacle, sign, marking on a road surface, or the like, or to determine the distance to it. The vehicle exterior information acquisition unit 7400 can process the received image data, such as distortion correction, alignment, or the like, and combine the image data captured by a variety of different image capture sections 7410 to produce a bird's-eye view or a panoramic image. The vehicle exterior information acquisition unit 7400 can perform viewpoint conversion processing using the captured image data acquired by the image capture section 7410, which contains the various image capture sections.

[0081] The Vehicle Interior Information Acquisition Unit 7500 collects information about the interior of the vehicle. For example, the Vehicle Interior Information Acquisition Unit 7500 is connected to a Driver State Detection Unit 7510, which detects the driver's state. The Driver State Detection Unit 7510 may include a camera that records the driver, a biosensor that captures the driver's biological information, a microphone that picks up sounds inside the vehicle, or similar components. The biosensor is located, for example, in a seat, the steering wheel, or similar location and captures biological information from a passenger sitting in a seat or the driver holding the steering wheel. Based on the acquisition information input from the Driver State Detection Unit 7510, the Vehicle Interior Information Acquisition Unit 7500 can calculate the driver's fatigue level, the driver's concentration level, or determine whether the driver is asleep.The vehicle interior information acquisition unit 7500 can process an audio signal obtained through sound detection, for example by noise suppression or the like.

[0082] The integrated control unit 7600 controls the general operation within the vehicle control system 7000 according to various types of programs. The integrated control unit 7600 is connected to an input unit 7800. The input unit 7800 is implemented as a device that allows input operation by an occupant, such as a touch panel, a button, a microphone, a switch, a lever, or the like. The integrated control unit 7600 can be supplied with data obtained through speech recognition via voice input through the microphone. The input unit 7800 can be, for example, a remote control using infrared beams or other radio waves, or an external connection device such as a mobile phone, a personal digital assistant (PDA), or the like, which supports the operation of the vehicle control system 7000. The input unit 7800 can, for example, be a camera.In this case, an occupant can input information by gestures. Alternatively, data can be entered by detecting the movement of a portable device worn by the occupant. Furthermore, the input unit 7800 can, for example, include an input control circuit or the like, which, based on information input by an occupant or the like, generates an input signal using the input unit 7800 described above and outputs the generated input signal to the integrated control unit 7600. By operating the input unit 7800, an occupant or the like inputs various types of data or gives an instruction to the vehicle control system 7000 to process operations.

[0083] The 7690 memory component can include read-only memory (ROM) that stores various types of programs executed by the microcomputer, and random-access memory (RAM) that stores various types of parameters, operating results, sensor values, or the like. Furthermore, the 7690 memory component can be implemented by a magnetic storage device such as a hard disk drive (HDD), a semiconductor storage device, an optical storage device, a magneto-optical storage device, or the like.

[0084] The Universal Communications Interface 7620 is a widely used communications interface that facilitates communication with various devices present in an external environment. The Universal Communications Interface 7620 can implement a cellular communications protocol such as Global System for Mobile Communications (GSM (registered trademark)), Worldwide Interoperability for Microwave Access (WiMAX (registered trademark)), Long Term Evolution (LTE (registered trademark)), LTE-advanced (LTE-A), or the like, or another wireless communications protocol such as Wireless LAN (also known as Wireless Fidelity (Wi-Fi (registered trademark))), Bluetooth (registered trademark), or the like.The Universal Communications Interface 7620 can, for example, establish a connection via a base station or access point to a device (such as an application or control server) on an external network (such as the internet, a cloud network, or a company network). Furthermore, the Universal Communications Interface 7620 can, for example, establish a connection via peer-to-peer (P2P) technology to a terminal device located near the vehicle (such as a driver's, pedestrian's, or business's terminal, or a machine-type communication (MTC) terminal).

[0085] The 7630 special communication interface is a communication interface that supports a communication protocol designed for use in vehicles. The 7630 special communication interface can implement a standard protocol such as Wireless Access in Vehicle Environment (WAVE), which is a combination of Institute of Electrical and Electronic Engineers (IEEE) 802.11p as the lower layer and IEEE 1609 as the higher layer, Dedicated Short Range Communications (DSRC), or a cellular communication protocol.The special communication interface 7630 typically carries out V2X communication as a concept that includes one or more of vehicle-to-vehicle communication, vehicle-to-infrastructure communication, vehicle-to-home communication, and vehicle-to-pedestrian communication.

[0086] The 7640 positioning unit, for example, performs positioning by receiving a Global Navigation Satellite System (GNSS) signal from a GNSS satellite (for example, a GPS signal from a Global Positioning System (GPS) satellite) and generates position information that includes the vehicle's latitude, longitude, and altitude. The 7640 positioning unit can identify a current position by exchanging signals with a wireless access point or receive position information from an end device such as a mobile phone, a personal cellular system (PHS), or a smartphone with positioning capabilities.

[0087] The beacon receiver 7650 receives, for example, a radio wave or an electromagnetic wave transmitted by a radio station installed on a road or similar location, and thereby obtains information about its current position, traffic jams, road closures, estimated travel time, or similar data. The function of the beacon receiver 7650 can be integrated into the special communication interface 7630 described above.

[0088] The vehicle-integrated device interface 7660 is a communication interface that provides the connection between the microcomputer 7610 and various vehicle-integrated devices 7760. The vehicle-integrated device interface 7660 can establish a wireless connection via a wireless communication protocol such as Wireless LAN, Bluetooth (registered trademark), Near Field Communication (NFC), or Wireless Universal Serial Bus (WUSB). In addition, the vehicle-integrated device interface 7660 can establish a wired connection via Universal Serial Bus (USB), High-Definition Multimedia Interface (HDMI (registered trademark)), Mobile High-Definition Link (MHL), or the like, using a connection terminal (not shown in the figures) and, if necessary, a cable.The vehicle's internal equipment 7760 can, for example, include at least one mobile device and one portable device owned by an occupant, and an information device carried in or attached to the vehicle. The vehicle's internal equipment 7760 can also include a navigation device that searches for a route to any destination. The vehicle's internal device interface 7660 exchanges control signals or data signals with this vehicle's internal equipment 7760.

[0089] The 7680 vehicle-mounted network interface is an interface that facilitates communication between the 7610 microcomputer and the 7010 communication network. The 7680 vehicle-mounted network interface sends and receives signals according to a predefined protocol supported by the 7010 communication network.

[0090] The microcomputer 7610 of the integrated control unit 7600 controls the vehicle control system 7000 according to various types of programs, using information obtained via at least one of the universal communication interface 7620, the special communication interface 7630, the positioning unit 7640, the beacon receiver unit 7650, the vehicle-internal device interface 7660, and the vehicle-mounted network interface 7680. For example, based on the information received about the interior and exterior of the vehicle, the microcomputer 7610 can calculate a control setpoint for the propulsion power generation unit, the steering mechanism, or the braking system and issue a control command to the propulsion system control unit 7100.For example, the 7610 microcomputer can perform cooperative control to implement functions of an Advanced Driver Assistance System (ADAS), including collision avoidance or impact damping, following distance, maintaining vehicle speed, impending collision warning, lane departure warning, and similar functions. Furthermore, the 7610 microcomputer can perform cooperative control for autonomous driving, enabling the vehicle to drive autonomously without driver intervention by controlling the propulsion system, steering mechanism, braking system, and similar components based on information received about the vehicle's environment.

[0091] In particular, the microcomputer 7610 of the integrated control unit 7600 can control the vehicle control system 7000 according to various types of programs using information obtained via at least one of the universal communication interface 7620, the special communication interface 7630, the positioning part 7640, the beacon receiver 7650, the vehicle-internal device interface 7660, and the vehicle-mounted network interface 7680. For example, the microcomputer 7610 can implement adaptive algorithms for generating artificial sound, as described in the embodiment above. Likewise, the microcomputer 7610 can control the communication between the vehicle and the active noise control device, as described in the embodiments above.

[0092] The 7610 microcomputer can generate three-dimensional distance information between the vehicle and an object, such as a surrounding structure, a person, or the like, and local map information, including information about the environment of the vehicle's current position, based on information received via at least one of the 7620 universal communication interface, the 7630 special communication interface, the 7640 positioning unit, the 7650 beacon receiver, the 7660 in-vehicle device interface, and the 7680 vehicle-mounted network interface. This information can be used as input for adaptive sound generation, as described in the embodiments above.Furthermore, the 7610 microcomputer can use the received information to predict hazards such as vehicle collisions, approaching pedestrians, entering closed roads, and the like, and generate a warning signal. This warning signal could, for example, be a signal to produce an audible alarm or illuminate a warning light.

[0093] The sound / image output unit 7670 transmits an output signal consisting of at least one sound and one image to an output device capable of conveying visual or acoustic information to a vehicle occupant or the exterior of the vehicle. In particular, the sound / image output unit 7670 can be used to generate artificial sound, as described in the embodiment above. In the example of Fig. Figure 9 shows an audio speaker 7710, a display unit 7720, and a dashboard 7730 as output devices. The display unit 7720 may, for example, include at least one of an onboard display or a head-up display. The display unit 7720 may have an augmented reality (AR) display function. The output device may be other than these devices and may be a different device, such as headphones, a wearable device such as a spectacle-like display worn by an occupant, a projector, a lamp, or the like. If the output device is a display device, the display device visually shows results obtained by various types of processing by the microcomputer 7610, or information in various forms such as text, a picture, a table, a chart, or the like, received from another control unit.Furthermore, if the output device is an audio output device, it converts an audio signal consisting of reproduced audio data, sound data, or the like, into an analog signal and outputs the analog signal audibly. Together with the acquired parameters of the state-sensing unit 7110, the microcomputer 7610 can calculate sound correction parameters for adjusting the monopole synthesis system for vehicle frame transformations (as in ). Fig. 7 and Fig. 8 described).

[0094] This can involve at least two control units connected via the 7010 communication network in the Fig. The control units shown in the nine examples are interconnected and integrated into a single control unit. Alternatively, each individual control unit can contain a plurality of control units. Furthermore, the vehicle control system 7000 can contain another control unit not shown in the figures. In addition, some or all of the functions performed by one of the control units in the above description can be assigned to another control unit. That is, a given computational processing can be performed by any of the control units, as long as information is sent and received via the communication network 7010. Likewise, a sensor or device connected to one of the control units can be connected to another control unit, and a plurality of control units can mutually send and receive sensing information via the communication network 7010.

[0095] In one of the control units, a computer program or the like may be used to implement the functions of the information processing unit 100 according to the present version, with reference to Fig. The embodiment described in section 9 can be implemented. Additionally, a computer-readable recording medium that stores such a computer program can be provided. The recording medium is, for example, a magnetic disk, an optical disk, a magneto-optical disk, flash memory, or the like. Furthermore, the computer program described above can, for example, be distributed over a network without using the recording medium.

[0096] It should be noted that the embodiments describe processes with an exemplary sequence of process steps. However, the specific sequence of process steps serves only for illustration and is not to be understood as binding.

[0097] Furthermore, it should be noted that the division of the control or circuit technology of Fig. 9. The units are provided for illustrative purposes only, and the present disclosure is not limited to a specific functional division into particular units. For example, at least parts of the circuitry could be implemented by a suitably programmed processor, a Field Programmable Gate Array (FPGA), special circuits, and the like.

[0098] All units and devices described in this specification and claimed in the attached claims may, unless otherwise specified, be implemented as integrated circuit logic, for example on a chip, and the functions provided by these units and devices may, unless otherwise specified, be implemented by software.

[0099] Insofar as the embodiments of the disclosure described above are implemented at least partially by means of software-controlled data processing devices, it is understood that a computer program enabling such software control and a transmission, storage or other medium through which such a computer program is provided are to be regarded as aspects of this disclosure.

[0100] Note that the technology in question can also be set up as described below: (1) Device with a circuit technology designed to display audio taking into account a displacement of the vehicle chassis caused by the vehicle dynamics. (2) Device of (1) wherein the circuit technology is configured to represent 3D audio taking into account the displacement of the vehicle chassis. (3) Device of any one of (1) or (2), wherein the audio representation includes the provision of noise suppression taking into account the displacement of the vehicle chassis. (4) Device of any one of (1) to (3) wherein the circuitry is configured to determine the chassis displacement based on information about the vehicle dynamics. (5) Device of any one of (1) to (4) wherein the circuitry is configured to obtain information about the vehicle dynamics from sensors integrated in a vehicle. (6) Device of any one of (5) wherein the vehicle dynamics information includes at least one of yaw rate, pitch rate, roll rate, wheel speeds, steering angle, throttle forces, braking forces and processes the chassis displacement based on these parameters. (7) Device of any one of (1) to (6) wherein the circuitry is configured to determine the chassis displacement by calculating loudspeaker positions or corrections of loudspeaker positions based on information about the vehicle dynamics. (8) Device of any one of (1) to (7) wherein the circuitry is set up to determine the chassis displacement by calculating a torsion of the chassis. (9) Device of any one of (1) to (8) wherein the circuit technology is set up to calculate the torsion of the chassis based on a predefined torsional stiffness of the vehicle body. (10) Device of any one of (1) to (9) wherein the circuitry is configured to determine one or more forces on the tires of a vehicle and to determine a chassis torsion based on the determined forces on the tires. (11) Device of any one of (1) to (10) wherein the circuitry is configured to determine a vehicle lateral acceleration and to determine a chassis torsion based on the determined vehicle lateral acceleration. (12) Device of any one of (1) to (11) wherein the circuitry is set up to determine resonance excitations of the suspension system in order to predict chassis displacements. (13) Device of any one of (1) to (12) wherein the circuitry is set up to obtain direct measurements of movements of the chassis. (14) Device of any one of (1) to (13) wherein the circuitry is set up to determine chassis displacements based on calibration. (15) 3D audio system comprising the device of any one of (1) to (14). (16) Motor vehicle control unit comprising the device of any one of (1) to (14). (17) Method comprising the presentation of audio taking into account a displacement of the vehicle chassis caused by the vehicle dynamics. (18) Computer program comprising instructions which, when executed on a processor, cause the processor to execute audio under

[0101] To illustrate the consideration of a displacement of the vehicle chassis caused by vehicle dynamics.

Claims

[1] Device (7600) comprising a circuit technology configured to display audio taking into account an internal displacement of the vehicle chassis caused by vehicle dynamics, which manifests itself in relative position changes of vehicle components to each other. [2] Device (7600) according to claim 1, wherein the circuit technology is configured to display 3D audio taking into account the displacement of the vehicle chassis. [3] Device (7600) according to claim 1, wherein the audio display comprises the provision of noise suppression taking into account the displacement of the vehicle chassis. [4] Device (7600) according to claim 1, wherein the circuit technology is configured to determine the chassis displacement based on information about the vehicle dynamics. [5] Device (7600) according to claim 1, wherein the circuit technology is configured to obtain information about the vehicle dynamics from sensors (7110) integrated in a vehicle. [6] Device (7600) according to claim 5, wherein the vehicle dynamics information includes at least one of yaw rate, pitch rate, roll rate, wheel speeds, steering wheel angle, throttle forces, braking forces and processes the chassis displacement based on these parameters. [7] Device (7600) according to claim 1, wherein the circuit technology is configured to determine the chassis displacement by calculating loudspeaker positions or corrections of loudspeaker positions based on information about the vehicle dynamics. [8] Device (7600) according to claim 1, wherein the circuit technology is configured to determine the chassis displacement by calculating a torsion of the chassis. [9] Device (7600) according to claim 8, wherein the circuit technology is configured to calculate the torsion of the chassis based on a predefined torsional stiffness of the vehicle body. [10] Device (7600) according to claim 1, wherein the circuit technology is configured to determine one or more forces on the tires of a vehicle and to determine a chassis torsion based on the determined forces on the tires. [11] Device (7600) according to claim 1, wherein the circuit technology is configured to determine a vehicle lateral acceleration and to determine a chassis torsion based on the determined vehicle lateral acceleration. [12] Device (7600) according to claim 1, wherein the circuit technology is configured to determine resonance excitations of the suspension system in order to predict chassis displacements. [13] Device (7600) according to claim 1, wherein the circuit technology is configured to obtain direct measurements of movements of the chassis. [14] Device (7600) according to claim 1, wherein the circuit technology is configured to determine the chassis displacements based on calibration. [15] 3D audio system comprising the device (7600) according to claim 1. [16] Motor vehicle control unit (7000) comprising the device according to claim 1. [17] Method comprising the representation of audio taking into account an internal displacement of the vehicle chassis caused by vehicle dynamics, which manifests itself in relative position changes of vehicle components to each other. [18] Computer program comprising instructions which, when executed on a processor, cause the processor to render audio taking into account an internal displacement of the vehicle chassis caused by vehicle dynamics, which manifests itself in relative position changes of vehicle components to each other.

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