Dynamic Audio Equalization

Abstract

To provide methods and systems for performing automatic speed-based audio control.SOLUTION: One method includes: receiving, with an electronic control unit included in a vehicle, a speed of the vehicle; and receiving, with the electronic control unit, an audio signal. The method also includes: accessing, with the electronic control unit, multiple equalization curves based on the speed of the vehicle, each of the multiple equalization curves being associated with the speed of the vehicle, and each of the multiple equalization curves defining a gain adjustment for one of multiple frequencies; and, for each curve of the multiple equalization curves, applying the gain adjustment defined by the curve to one of the multiple frequencies of the audio signal.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The embodiments described in this specification generally relate to automatically adjusting audio signals in a vehicle environment, and in particular, to performing speed-based audio equalization.

Summary of the Invention

[0002] Ambient noise inside and around a vehicle affects the audio signals output by one or more speakers included in the vehicle, and in some cases, makes it difficult for a driver or passenger of the vehicle to hear the audio signals output through the speakers (e.g., radio or music output, phone call output, vehicle feedback, or other information output in voice (e.g., alarm, voice notification, etc.)). The amount of noise can vary with the speed of the vehicle, which may require the driver or passenger of the vehicle to repeatedly manually adjust the volume of the audio signals output through the speakers when the speed of the vehicle changes.

[0003] Compared to a passenger car with a closed interior cabin, motorcycles may be more affected by noise. Also, requiring a driver or passenger to manually adjust the audio volume when the speed of the motorcycle changes is more cumbersome and distracting for a rider or passenger of a motorcycle compared to a driver or passenger of a passenger car.

[0004] Accordingly, embodiments described in this application provide a system and method for automatically adjusting an audio signal output through a vehicle's speaker to account for speed-based noise associated with the vehicle. In particular, the systems and methods described herein provide speed-based audio equalization that optimizes both volume (i.e., loudness) and quality at various on-road speeds. One system includes a digital signal processor (DSP) disposed within the vehicle. The DSP receives user input (e.g., defining a desired level or amount of equalization) and vehicle input (e.g., defining a current speed) and uses the inputs to generate dynamic equalization (DEQ). The DEQ output includes a linear gain increase (volume adjustment) and a non-linear gain increase (sound quality adjustment, also referred to herein as a DEQ scaler). In some embodiments, the non-linear gain increase is based on empirical on-road noise response measurements associated with various vehicle speeds (e.g., in 1 or 5 mile-per-hour increments from 15 miles per hour (24 km) to 80 miles per hour (129 km)). Accordingly, noise response measurements (obtained in various test environments) capture how noise affects various audio frequencies at various speeds, which can be used to establish a DEQ scaler as described herein to improve overall audio quality.

[0005] For example, one embodiment provides a method for performing automatic speed-based audio control. The method includes receiving a vehicle speed using an electronic control unit included in a vehicle and receiving an audio signal using the electronic control unit. The method also includes accessing, using the electronic control unit, a plurality of equalization curves based on the vehicle speed, wherein each of the plurality of equalization curves is associated with the vehicle speed and each of the plurality of equalization curves defines a gain adjustment for one of a plurality of frequencies, applying, for each curve of the plurality of equalization curves, the gain adjustment defined by the curve to one of the plurality of frequencies of the audio signal.

[0006] Another embodiment provides an apparatus for performing automatic speed-based audio control. The apparatus includes a vehicle speed input configured to receive a vehicle speed, an audio input configured to receive an audio signal, a first equalization block associated with a first frequency, and a second equalization block associated with a second frequency. The first equalization block accesses a first equalization curve based on the vehicle speed, the first equalization curve being associated with the vehicle speed and defining a first gain adjustment for the first frequency, and is configured to apply the first gain adjustment defined by the first equalization curve to the first frequency of the audio signal. The second equalization block accesses a second equalization curve based on the vehicle speed, the second equalization curve being associated with the vehicle speed and defining a second gain adjustment for the second frequency, and is configured to apply the second gain adjustment defined by the second equalization curve to the second frequency of the audio signal.

[0007] Further embodiments provide a system for performing automatic speed-based audio control. The system includes an electronic control unit included in a vehicle. The electronic control unit is configured to receive a speed of the vehicle and to receive an audio signal from an audio source. The electronic control unit is also configured to access a plurality of equalization curves based on the speed of the vehicle, each of the plurality of equalization curves being associated with the speed of the vehicle, each of the plurality of equalization curves defining a gain adjustment for one of a plurality of frequencies, and for each curve of the plurality of equalization curves, applying the gain adjustment defined by the curve to one of the plurality of frequencies of the audio signal. The electronic control unit is further configured to output the audio signal to a speaker. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In the accompanying drawings, like reference numerals refer to the same or functionally similar elements throughout the separate views, together with the following detailed description, which is incorporated herein and forms a part of this specification, and further describes embodiments and serves to explain the various principles and advantages of those embodiments.

[0009]

Figure 1

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Figure 2

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Figure 3

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Figure 4

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Figure 5

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Figure 6

[0015] Those skilled in the art will understand that the elements in the figures are illustrated for simplicity and clarity and are not necessarily drawn to scale. For example, some dimensions of the elements in the figures may be exaggerated relative to other elements to assist in improving the understanding of the embodiments provided herein. The components of the apparatus and method are appropriately represented by conventional symbols in the figures and show only specific details relevant to understanding the embodiments so as not to obscure the disclosure with details that would be readily apparent to those skilled in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF THE INVENTION

[0016] One or more embodiments are described and illustrated in the following description and the accompanying drawings. These embodiments are not limited to the specific details provided herein and may be modified in various ways. Further, other embodiments not described herein may exist. Also, functions described herein as being performed by one component may be performed by multiple components in a distributed manner. Similarly, functions performed by multiple components may be integrated and performed by a single component. Similarly, components described as performing certain functionality may also perform additional functionality not described herein. For example, a device or structure "configured" in a certain way is at least configured in that way, but may also be configured in ways not listed. Further, some embodiments described herein may include one or more electronic control units or controllers. These electronic control units or controllers may include, for example, microprocessors, digital signal processors, customized processors, and field programmable gate arrays (FPGAs) and unique stored program instructions (including both software and firmware) that control one or more electronic control units or controllers to implement the functions described herein, and may include one or more general-purpose or specialized electronic processors.

[0017] Similarly, embodiments described herein may be implemented as a non-transitory computer-readable medium storing instructions executable by one or more electronic processors to perform the described functions. As used in this application, "non-transitory computer-readable medium" includes all computer-readable media, but does not consist of transitory propagation signals. Thus, non-transitory computer-readable media may include, for example, ROM (read only memory), RAM (random access memory), register memory, processor cache, or any combination thereof.

[0018] Furthermore, the expressions and terms used herein are for purposes of explanation and should not be regarded as limiting. For example, the use of "including", "containing", "comprising", "having" and their variations herein means including the items listed thereafter and their equivalents as well as additional items. The terms "connected" and "coupled" are widely used and encompass both directly and indirectly connecting and coupling. Further, "connected" and "coupled" are not limited to physically or mechanically connecting or coupling, and can include electrical connections or couplings whether direct or indirect. Additionally, relational terms such as first and second, top and bottom, etc. may be used herein only to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.

[0019] As described above, the embodiments described in this application provide a system and method for automatic speed-based audio signal equalization. The embodiments are described herein with respect to a motorcycle. However, it should be understood that the components and related functions described herein are not limited to motorcycles, and can be used in any type of vehicle (e.g., moped, electric bicycle, three-wheeled vehicle, passenger car, semi-truck, etc.) as well as any type of variable speed machinery associated with one or more audio outputs (e.g., industrial machinery operating at various on-road speeds).

[0020] Figure 1 is a plan view of a motorcycle 100 according to some embodiments. The motorcycle 100 includes a front wheel 105 and a rear wheel 110 (e.g., a single front wheel 105 and a single rear wheel 110 aligned with the front wheel 105 to define a single track). The motorcycle 100 also includes a frame structure having a main frame 115. A front fork 120 supports the front wheel 105 in front of the main frame 115. The front fork 120 is rotatably coupled to a head tube 125 of the main frame 115. A handlebar 130 is coupled to the front fork 120 to enable a rider to control the orientation of the front fork 120 and the front wheel 105. A rear swing arm 135 supports the rear wheel 110 for rotation. The rear swing arm 135 enables a pivoting suspension movement of the rear wheel 110 and the swing arm 135 together relative to the main frame 115. In addition to the pivot support, the swing arm 135 is coupled to the main frame 115 via a shock absorber unit 140 (e.g., including a coil spring and a hydraulic damper). The motorcycle 100 further includes at least one seat 145 (e.g., a saddle seat for the rider and optionally a rear seat for a passenger) and a set of at least one foot support 150 (e.g., laterally extending foot pegs).

[0021] As shown in FIG. 2, the motorcycle 100 is associated with a dynamic equalization (DEQ) system 200. The DEQ system 200 includes an electronic control unit (ECU) 220, an audio source 210, and one or more speakers 230. The ECU 220, the audio source 210, and the speakers 230 communicate via one or more wired connections, wireless connections, or combinations thereof using various communication types and protocols. The ECU 220, the audio source 210, and the speakers 230 may also communicate or interface with other components and may be distributed or arranged in various configurations. For example, in some embodiments, the ECU 220 is included in the audio source 210, one of the speakers 230, or another component of the vehicle (e.g., an amplifier). Similarly, in some embodiments, the speaker 230 is included in the audio source 210. Also, in some embodiments, the ECU 220 communicates with the vehicle communication bus and the user interface, as described below.

[0022] The audio source 210 may include a radio receiver, a music player, a wireless audio device (e.g., a Bluetooth® connected audio device that provides music reproduced via a device separate from the motorcycle 100, such as providing a speakerphone function for a phone call), or other audio output device capable of sending an audio signal to drive the speaker 230. For example, in some embodiments, the motorcycle 100 can be configured to provide audio feedback to the rider, such as navigation signals, alerts or warnings, and the source of such signals can be the audio source 210 described herein. In some embodiments, the audio source 210 outputs left and right audio signals (e.g., for output via the right and left speakers 230, respectively). However, in other embodiments, the audio source 210 may output fewer or additional audio signals that can be processed via the ECU 220 described herein. The audio source 210 is shown in FIG. 2 as being included in the motorcycle 100, but in some embodiments, the audio source 210 is not included in the motorcycle 100 and communicates with the ECU 220. For example, as described above, the audio source 210 can be provided as part of a mobile phone (e.g., carried by the rider) that provides an audio signal to the ECU 220 via one or more wired or wireless connections (e.g., via Bluetooth®).

[0023] One or more speakers 230 receive an audio signal (output by the audio signal and processed by the ECU 220 as described herein) and output the audio signal as sound waves perceptible by the rider. As shown in FIG. 2, the speaker 230 can be included in the motorcycle 100. However, in other embodiments, one or more of the speakers 230 can be included in a device separate from the motorcycle 100, such as a portable device (e.g., a smartphone) carried by the rider, a helmet, a jacket, etc. Also, in some embodiments, the DEQ system 200 can include one or more amplifiers or other acoustic devices not shown in FIG. 2.

[0024] In some embodiments, the ECU 220 includes a digital signal processor (DSP) that is included in the motorcycle 100 and includes a dedicated processing circuit for receiving, processing, and outputting an audio signal as described herein. It should be understood that the functions described herein as being performed via the ECU 220 can be distributed among multiple devices, such as multiple electronic control units. Further, in some embodiments, the ECU 220 performs additional functions other than those described herein. Also, in some embodiments, the ECU 220 includes an electronic processor of a type different from a DSP, such as a microprocessor, a field programmable gate array (FPGA), etc.

[0025] Figure 3 schematically shows a circuit 300 included in a DEQ system 200, such as within ECU 220, according to some embodiments. As shown in Figure 3, circuit 300 includes an optional adjustment level input 305. Input 305 receives a signal from a user interface (e.g., a touch screen provided via a radio included in motor cycle 100) included in motor cycle 100 or audio source 210. The signal received at adjustment level input 305 represents a desired level of audio adjustment. In some embodiments, the audio adjustment level can be selected from an "on" level or an "off" level (e.g., represented by signal values of "0" and "1", respectively). However, in other embodiments described below, the audio adjustment level can include an "off" level and a plurality of "on" levels, each "on" level representing a different level of adjustment (e.g., a range from a minimum level of adjustment to a high or maximum level of adjustment). For example, in some embodiments, the signal received at adjustment level input 305 has a value from 0 to 4, where a value of 0 represents the "off" level and values 1 to 4 represent "on" levels having different levels of adjustment (e.g., level 1 providing the minimum level of adjustment and level 4 providing the maximum level of adjustment).

[0026] As shown in FIG. 3, circuit 300 also includes a vehicle speed input 310. In this input 310, circuit 300 receives a signal representative of the current speed of motorcycle 100. This signal can be received from one or more sensors (e.g., wheel speed sensors, rotation sensors, etc.) included in motorcycle 100 or via a communication bus such as a controller area network (CAN) bus included in motorcycle 100. In some embodiments, the vehicle speed signal can be processed before reaching vehicle speed input 310, such as to generate an average speed over a predetermined period or to round the speed signal to the nearest speed among a plurality of speed increments. For example, in some embodiments, the current vehicle speed is rounded to the nearest integer between a minimum and a maximum value among a predetermined increment, such as the nearest 5 mph (8 km) increment between 0 and 80 mph (0 and 129 km). Using this type of rounding, the current speed can be represented as an integer value between 0 and 16, which can be used to identify one of 17 available curves applied by the equalization block, as described below. It should be understood that this processing of the vehicle speed can be performed separately from circuit 300 (e.g., before the signal is received at input 310), via circuit 300 (e.g., at input 310), or a combination thereof.

[0027] As shown in FIG. 3, the signals received by the adjustment level input section 305 and the vehicle speed input section 310 are processed via a bitshift operator 315. In some embodiments, each input section 305 and 310 is associated with a dedicated bitshift operator 315, as shown in FIG. 3. Alternatively, the same bitshift operator 315 may be used with both input sections 305 and 310. The bitshift operator 315 moves the numbers (in binary representation) within the signals received by the input sections 305 and 310 either left or right, which combines the signals into a single control signal via a control signal generator 320 (described later), and the control signal generator 320 outputs the combined control signal to each of a plurality of equalization blocks 345, 350, and 355 as well as a gain adjustment block 360.

[0028] For example, in some embodiments, each bit shift operator 315 can shift the input signal to a decimal number, and as a result, multiply the signals together to generate a combined control signal. In particular, as shown in FIG. 3, the control signal generator 320 receives the signals received from the input units 305 and 310 (such as processed through the optional bit shift operator 315), multiplies the signals together, and applies a scale effect that shifts the product of the multiplication from a value having 0 to 64 to a value having 0 to 16, and performs an additional bit shift operation to shift the bits to a format (such as an integer range) allowed by the equalization blocks 345, 350, and 355 and the gain adjustment block 360. In this configuration, multiplying the input signals together generates a single control signal for blocks 345, 350, 355, and 360, which represents both the current vehicle speed and the desired adjustment level. For example, multiplying the current vehicle speed by a scalar value (such as 0 to 4) representing the desired adjustment level effectively increases the "current" vehicle speed, which ultimately increases the amount of adjustment applied through the equalization blocks 345, 350, and 355. As an example, if the adjustment level input unit has a value of zero (i.e., the user does not desire dynamic equalization), the current vehicle speed received by the control signal generator 320 is multiplied by zero, which sets the combined control signal to zero (substantially no adjustment is applied by the equalization blocks 345, 350, and 355). As another example, if the adjustment level input unit has a value of 2, the current vehicle speed received by the control signal generator 320 is multiplied by a scalar value of 2, and an appropriate equalization curve for this multiplied vehicle speed is selected by the equalization blocks 345, 350, and 355. In particular, since a vehicle generally experiences more ambient noise at higher speeds than at lower speeds, more adjustment is applied by the equalization blocks 345, 350, and 355 at higher speeds than at lower speeds.Thus, in an example where the desired adjustment level is set to 2, multiplying the actual current vehicle speed by the scalar value 2 effectively increases the amount of adjustment applied via blocks 345, 350, and 355 (e.g., as compared to the case where the desired adjustment level has a value of 1).

[0029] It should be understood that other ways of generating a combined control signal can be used instead of, or in addition to, using the bit shift operator 315 and the components of the control signal generator 320 described above. Also, in some embodiments, separate control signals can be used by the equalization blocks 345, 350, and 355, and the gain adjustment block 360, which eliminates the need for a combined signal. However, in embodiments where separate control signals are used, the circuit 300 can still be configured to process the signals received at the input portions 305 and 310 to format the signals for reception by blocks 345, 350, 355, and 360.

[0030] Each of the plurality of equalization blocks 345, 350, and 355 receives a control signal from the control signal generator 320 and receives one or more audio signals from the audio source 210 (e.g., the left audio signal received at the left audio input section 330 and the right audio signal received at the right audio input section 335). Each block 345, 350, and 355 uses the received control signal to apply an equalization effect to the received audio signal (before passing the processed audio signal to the next block). For example, in some embodiments, each of the plurality of equalization blocks 345, 350, and 355 adjusts the gain of a particular frequency (or sub-range of frequencies) within the audio signal. For example, in some embodiments, each of the plurality of equalization blocks 345, 350, and 355 affects one frequency (e.g., block 345 affects 125 Hz, block 350 affects 1000 Hz, and block 355 affects 10000 Hz). It should be understood that additional or fewer equalization blocks can be used and these blocks can affect various frequencies and sub-ranges of frequencies.

[0031] In some embodiments, each of blocks 345, 350, and 355 accesses one of a plurality of equalization curves that define an equalization effect to be applied to an audio signal. Each curve can be associated with a particular vehicle speed. In particular, as described above, if the vehicle speed is defined in 5 - mile (8 - km) increments between 0 and 80 miles per hour (0 and 129 km), the vehicle speed is substantially represented by one of 17 possible values (e.g., integers from 0 to 16, where any speed above 80 miles per hour (129 km) is represented via the integer value 16). In this embodiment, each equalization block 345, 350, and 355 can access one of 17 available curves based on the current speed specified via a control signal. FIG. 4 shows an exemplary set of 17 curves used by one equalization block to apply an equalization effect at 125 Hz, with each of the 17 curves associated with a particular vehicle speed (in 5 - mile (8 - km) increments between 0 and 80 miles per hour (0 and 129 km)). The curves are shown on a graph where the X - axis represents frequency and the Y - axis represents gain adjustment (e.g., decibels). Thus, as shown in FIG. 4, not only can different gain adjustments be associated with different vehicle speeds, but the separate curves for each of the multiple frequencies allow different gains to be applied to different frequencies within the audio signal. As described above, since noise can affect different frequencies differently, the separate curves allow the DEQ system 200 to generate an audio signal that is improved with respect to both volume and quality.

[0032] As used in this application, an "equalization curve" should be understood to define gain adjustment values for at least one frequency. For example, as shown in FIG. 4, in some embodiments, an equalization curve includes a plurality of points, each point defining a gain adjustment value for a frequency. For example, as shown in FIG. 4, each of the 17 equalization curves includes a plurality of points that define gain adjustment values for frequencies from 20 Hz to 200,000 Hz. Since each of the 17 curves shown in FIG. 4 is associated with a particular frequency (i.e., 125 Hz), some of the points included in the curve have non-zero gain adjustment values (i.e., for the available frequency subrange that includes 125 Hz), while the remaining points have zero gain adjustment values. Also, as shown in FIG. 4, the points having non-zero values within the curve can have various values. Thus, in some embodiments, an equalization curve does not define a mere static gain for a particular frequency (or frequency range), but can define different gains for different frequencies (e.g., within a particular subrange of frequencies). The curves shown in FIG. 4 are to be understood as merely one exemplary implementation for performing the dynamic equalization described herein. However, the curve can take different forms or data structures such as a table and even a single value, and can be used to define a particular gain for at least one frequency. Accordingly, the embodiments described herein are not limited to using an equalization curve as shown in FIG. 4.

[0033] Similar to equalization blocks 345, 350, and 355, gain adjustment block 360 receives a control signal and an audio signal (i.e., as processed by equalization blocks 345, 350, and 355). Gain adjustment block 360 applies additional gain adjustment, such as a simple volume increase or gain, to the received audio signal, which, in some embodiments, varies based on a control signal (i.e., vehicle speed, adjustment level, or both).

[0034] As shown in FIG. 3, output gate 365 receives the output from gain adjustment block 360. Also, output gate 365 receives, as inputs, the audio signals received at left audio input section 330 and right audio input section 335 via audio bypass route 340 within circuit 300. Through this route 340, the audio signals are not processed by equalization blocks 345, 350, 355 or gain adjustment block 360. Also, output gate 365 receives an input from control bypass 325 and uses the input from control bypass 325 to determine which of the audio signals received via bypass route 340 or the audio signals received via gain adjustment block 360 should be output. The audio signals output by output gate 365 (e.g., representing the adjusted left audio signal and the adjusted right audio signal) are optionally passed to other components of ECU 220 (e.g., other sections of the DSP) and ultimately passed to speaker 230 or other acoustic devices such as one or more amplifiers.

[0035] For example, in some embodiments, control bypass 325 receives the signal received at adjustment level input section 305 (representing the adjustment level) and includes logic configured to determine whether the adjustment level represents an "off" level at which audio adjustment should not be applied to the audio signal. In particular, in some embodiments, the control bypass compares the adjustment level to a predetermined value (e.g., "0") and outputs to output gate 365 a value indicating whether the adjustment level is equal to the predetermined value. In some embodiments, control bypass 325 may not be used. In this configuration, output gate 365 may receive the adjustment level from adjustment level input section 305 and be configured to directly process the adjustment level to determine which audio signal to output.

[0036] It should be understood that circuit 300 can include additional circuits and can be configured in various ways. As an example, the configuration shown in FIG. 3 is provided. For example, as described above, fewer or additional equalization blocks can be used, and various methods for generating one or more control signals for the blocks and gain adjustment blocks can be used based on the current vehicle speed and the desired adjustment level as an option. For example, in some embodiments, circuit 300 can include a single equalization block that effectively applies a combined curve (compared to the individual curves for the individual functions described above for a plurality of equalization blocks), the combined curve being selected from one of a plurality of combined curves based on the current vehicle speed, and each combined curve representing different gains that will be applied to different frequencies for a particular vehicle speed. For example, FIG. 5 shows a set of combined curves, each curve being associated with a particular vehicle speed (e.g., curve 505 is associated with a speed of 20 miles per hour (32 km), curve 510 is associated with a speed of 40 miles per hour (64 km), curve 515 is associated with a speed of 60 miles per hour (97 km), and curve 520 is associated with a speed of 80 miles per hour (129 km)). Each combined curve defines the gain for each of a plurality of frequencies, and the gain can be different for at least two of the plurality of frequencies.

[0037] Also, in some embodiments, the audio bypass route 340 can process audio signals. For example, in some embodiments, the audio bypass route 340 includes a gain adjustment block (not shown) that applies a fixed volume increase at all frequencies when the adjustment level is set to "off". This static gain block allows the rider to experience the full loudness of the audio source 210 even when the motorcycle 100 is stationary. Otherwise, due to the large amount of gain that the DEQ system 200 can apply, the audio source 210 can achieve maximum loudness only when the motorcycle 100 is traveling at speeds of 80 miles per hour (129 km) or more.

[0038] Figure 6 is a flowchart showing a method 600 for performing automatic speed-based audio control in a DEQ system 200 according to some embodiments. The method 600 is described herein as being performed by the ECU 220 (e.g., circuit 300) based on the speed of the motorcycle 100. However, as described above, the functionality described herein can be distributed among multiple electronic devices and used in any type of vehicle or machinery that moves at various speeds.

[0039] As shown in FIG. 6, method 600 optionally includes receiving an adjustment level (at block 610) at ECU 220 (e.g., input section 305). As described above, the adjustment level represents the level of sound adjustment that will be applied by the DEQ system 200, and in some embodiments has a value from 0 to 4, where 0 represents the "off" level and values 1 to 4 represent different levels of adjustment (i.e., different intensities of adjustment) from minimum adjustment (level 1) to high or maximum adjustment (level 4). In this embodiment, adjustment levels 2 and 3 represent intermediate adjustments (between level 1 and level 4 adjustments), and level 3 adjustment represents a higher level of adjustment than level 2 adjustment. For example, in some embodiments, if the adjustment level has a value of 0, no automatic sound adjustment as described herein is performed and the audio signal output via audio source 210 is sent to speaker 230. If the adjustment level has a value of 1, the minimum effect is applied. If the adjustment level is set to a value of 2, an intermediate effect with a higher effect or intensity than the minimum effect is applied. If the adjustment level has a value of 3, a strong effect with a higher effect or intensity than the intermediate effect is applied. If the adjustment level has a value of 4, the maximum effect with a higher effect or intensity than the strong effect is applied.

[0040] As described above, in some embodiments, the ECU 220 receives an adjustment level from a user interface included in the motorcycle 100. For example, in some embodiments, the audio source 210 includes a radio that includes a user interface such as a touch screen, accesses the automatic audio adjustment settings, and provides one or more input or selection mechanisms for optionally selecting an adjustment level from a plurality of available adjustment levels. In other embodiments, the ECU 220 receives an adjustment level from a user interface included in a device separate from the motorcycle 100, such as a mobile device carried by the rider. Also, in some embodiments, the adjustment level can be set to a default value as compared to being set by the user. Similarly, in some embodiments, the adjustment level can be set based on vehicle operating conditions or parameters such as, for example, the detected terrain on which the motorcycle 100 is operating, the ambient temperature (which can affect the number of layers the rider is wearing), the operating mode in which the motorcycle 100 is operating (e.g., sports mode, economy mode, etc.). Accordingly, the ECU 220 can receive adjustment levels from various sources including sources other than the user interface.

[0041] As shown in FIG. 5, method 600 also includes receiving, at ECU 220 (e.g., input section 310), the current speed of motor cycle 100 (at block 620). As described above, ECU 220 can receive the current speed of motor cycle 100 from a sensor, or via a communication bus, or via other communication networks or connections within motor cycle 100 such as via a CAN bus. The current speed of motor cycle 100 can be an instantaneous speed, an average speed over a predetermined period, etc. As described above, the current speed can be represented by an integer value between 0 and 16, and each integer value represents an increment of 5 miles per hour (8 km). For example, if the current speed of the motor cycle is 35 miles per hour (56 km) (e.g., rounded to the nearest increment of 5 miles per hour (8 km)), the current speed can be represented by the integer value 7. It should be understood that other types of rounding of the vehicle speed can be used, and in some embodiments, larger or smaller increments can be used. Also, the increment can be defined in speed values other than miles per hour (e.g., kilometers (km) / hour).

[0042] Also, method 600 includes receiving, at ECU 220 (e.g., via input portions 330 and 335), one or more audio signals from audio source 210 (at block 630). In some embodiments, the audio signals include a left audio signal and a right audio signal. As described above, ECU 220 uses vehicle speed and an optional adjustment level to access a plurality of equalization curves, each of the plurality of equalization curves being associated with the current speed of motor cycle 100, and each of the plurality of equalization curves defining a gain adjustment for one of a plurality of frequencies (at block 640). ECU 220 uses an equalization curve to apply a gain to one or more audio signals for each of the plurality of signal frequencies (at block 650). The adjusted audio signals are output to one or more speakers 230 or one or more amplifiers (e.g., as adjusted left and right audio signals) (at block 660).

[0043] As described above with respect to FIG. 3, each of the plurality of equalization blocks 345, 350, and 355 included in ECU 220 can be configured to select an appropriate curve based on a combined control generated by control signal generator 320. In particular, each of the plurality of equalization blocks 345, 350, and 355 adjusts the gain of a particular frequency in the received audio signal by accessing one of a plurality of equalization curves that define the equalization effect to be applied to the audio signal, and each curve is associated with a particular vehicle speed. In some embodiments, the output of each block 345, 350, and 355 can be output to the next block such that each block 345, 350, and 355 applies a gain adjustment to a different particular frequency, and the output from block 355 includes an audio signal that has been adjusted (i.e., by blocks 345, 350, and 355) for each of the plurality of frequencies. As described above, in some embodiments, fewer or additional blocks can be used.

[0044] Also, as described above, the output from block 355 is input to an optional gain adjustment block 360, which can apply a simple volume increase or gain to the received audio signal, which, in some embodiments, varies based on a control signal (i.e., vehicle speed, adjustment level, or both).

[0045] The output from gain adjustment block 360, which can include the adjusted left audio signal and the adjusted right audio signal, is supplied to output gate 365. Also, output gate 365 receives, as inputs, the audio signal and the input from control bypass 325 via audio bypass route 340. As described above, the output gate uses the input from control bypass 325 (which indicates whether the automatic audio control provided by DEQ system 200 is turned off) to determine whether to output to speaker 230 the audio signal received via bypass route 340 or the audio signal received via gain adjustment block 360.

[0046] Accordingly, the systems and methods described herein provide speed-based audio adjustment to account for ambient noise experienced by a vehicle, such as a motorcycle, at different speeds (e.g., as measured in various test environments). The audio adjustment not only adjusts the overall volume (i.e., loudness) of the audio signal, but also applies equalization at multiple frequencies, which enables an improved audio output that takes into account the fact that different audible frequencies are affected by different noises at different vehicle speeds, by adjusting both the volume and the sound quality.

[0047] The various features and advantages of several embodiments are set forth in the following claims.

Claims

1. A method for performing automatic speed-based audio control, the method comprising: Receiving the speed of the vehicle using an electronic control unit included in the vehicle; Receiving an audio signal using the electronic control unit; Accessing, using the electronic control unit, a plurality of equalization curves based on the speed of the vehicle, each of the plurality of equalization curves being associated with the speed of the vehicle, and each of the plurality of equalization curves defining a gain adjustment for one of a plurality of frequencies; Applying, for each curve of the plurality of equalization curves, the gain adjustment defined by the curve to one of the plurality of frequencies of the audio signal; A method.

2. Receiving the speed of the vehicle includes receiving the current speed of the vehicle rounded to the nearest predetermined speed increment. The method according to claim 1.

3. Receiving the audio signal includes receiving the audio signal from a radio included in the vehicle. The method according to claim 1.

4. Receiving the audio signal includes receiving the audio signal from a wireless audio device. The method according to claim 1.

5. The method further includes receiving a desired adjustment level using the electronic control unit. The method according to claim 1.

6. Receiving the desired adjustment level includes receiving a selection of one of at least three adjustment levels. The method according to claim 5.

7. Accessing the plurality of equalization curves includes accessing the plurality of equalization curves based on the speed of the vehicle and the desired adjustment level. The method according to claim 5.

8. Further comprising generating a combined control signal by multiplying a scalar value of the desired adjustment level by the speed of the vehicle, and accessing the plurality of equalization curves includes accessing the plurality of equalization curves based on the combined control signal. The method according to claim 5.

9. Further comprising applying an additional gain adjustment to the audio signal after applying the gain adjustment defined by each of the plurality of equalization curves. The method according to claim 1.

10. An apparatus for performing automatic speed-based audio control, the apparatus comprising: A vehicle speed input configured to receive the speed of the vehicle; An audio input configured to receive an audio signal; A first equalization block associated with a first frequency; A second equalization block associated with a second frequency; and The first equalization block is: Accessing a first equalization curve based on the speed of the vehicle, the first equalization curve being associated with the speed of the vehicle, the first equalization curve defining a first gain adjustment for the first frequency, Applying the first gain adjustment defined by the first equalization curve to the first frequency of the audio signal. Configured to The second equalization block is: Access a second equalization curve based on the speed of the vehicle, the second equalization curve being associated with the speed of the vehicle, the second equalization curve defining a second gain adjustment for the second frequency, Apply the second gain adjustment defined by the second equalization curve to the second frequency of the audio signal, and is configured to: Device.

11. The speed of the vehicle represents the current speed of the vehicle rounded to the nearest predetermined speed increment, The device according to claim 10.

12. Further comprising an adjustment level input unit configured to receive a desired adjustment level, The device according to claim 10.

13. Further comprising a control signal generator, the control signal generator: Receives the speed of the vehicle from the vehicle speed input unit, Receives the desired adjustment level from the adjustment level input unit, Generates a combined signal based on the speed of the vehicle and the desired adjustment level, Provides the combined signal to the first equalization block and the second equalization block, the first equalization block being configured to access the first equalization curve based on the combined signal, and the second equalization block being configured to access the second equalization curve based on the combined signal, and is configured to: The device according to claim 12.

14. The control signal generator is configured to generate the combined signal by multiplying the speed of the vehicle by a scalar value representing the desired adjustment level, The device according to claim 13.

15. A system for performing automatic speed-based audio control, the system comprising: An electronic control unit included in a vehicle, the electronic control unit comprising: Receiving the speed of the vehicle, Receiving an audio signal from an audio source, Accessing a plurality of equalization curves based on the speed of the vehicle, each of the plurality of equalization curves being associated with the speed of the vehicle, each of the plurality of equalization curves defining a gain adjustment for one of a plurality of frequencies, For each curve of the plurality of equalization curves, applying the gain adjustment defined by the curve to one of the plurality of frequencies of the audio signal, Outputting the audio signal to a speaker, Comprising an electronic control unit configured as such. System.

16. The vehicle is a motorcycle, The system according to claim 15.

17. At least one selected from the group consisting of the audio source and the speaker is included in the vehicle, The system according to claim 15.

18. The electronic control unit is further configured to receive a desired adjustment level, the desired adjustment level representing a selection of one of at least three adjustment levels, The system according to claim 15.

19. The electronic control unit is configured to access the plurality of equalization curves based on the speed of the vehicle and the desired adjustment level, The system according to claim 18.

20. The electronic control unit is further configured to generate a combined control signal by multiplying the scalar value of the desired adjustment level by the speed of the vehicle, and the electronic control unit is configured to access the plurality of equalization curves by accessing the plurality of equalization curves based on the combined control signal. The system according to claim 18.

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