Method and apparatus for controlling in-vehicle noise, and electronic device and storage medium

Abstract

Disclosed in the embodiments of the present disclosure are a method and apparatus for controlling in-vehicle noise, and an electronic device and a storage medium. The method comprises: acquiring a first excitation signal corresponding to an out-of-vehicle sound player; on the basis of the first excitation signal and control information corresponding to a target position inside a vehicle, determining a second excitation signal corresponding to an in-vehicle sound player; transmitting the first excitation signal to the out-of-vehicle sound player, such that the out-of-vehicle sound player plays a first sound signal; and transmitting the second excitation signal to the in-vehicle sound player, such that the in-vehicle sound player plays a second sound signal corresponding to the second excitation signal, wherein the control information is used for enabling a signal of the second sound signal at the target position to at least counteract a part of a noise signal of the first sound signal at the target position. By means of the embodiments of the present disclosure, the sound pressure level of a noise signal at a target position inside a vehicle can be reduced, thereby realizing effective control over external noise transmitted into the vehicle, and thus facilitating an improvement in the driving comfort of a user inside the vehicle.

Description

Method, device, electronic device and storage medium for controlling vehicle interior noise

[0001] This disclosure claims priority to a Chinese patent application filed with the State Intellectual Property Office on September 27, 2023, with application number CN202311270749.3 and invention name “Method, device, electronic device and storage medium for controlling interior noise of a vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0002] The present disclosure relates to signal processing technology, and in particular to a method, device, electronic device, and storage medium for controlling in-vehicle noise. Background Art

[0003] The Acoustic Vehicle Alerting System (AVAS) emits a warning sound outside the vehicle when the electric vehicle is traveling at low speeds, alerting pedestrians to safety. According to AVAS standards, at low speeds, such as below 20 km / h (kilometers per hour), the AVAS volume should be a minimum of 56dB (decibels) and a maximum of 75dB (decibels). If the vehicle's sound insulation is not good enough, the high sound pressure level of the AVAS noise transmitted into the vehicle can cause discomfort to the occupants and reduce the driving experience.

[0004] Summary of the Invention

[0005] Embodiments of the present disclosure provide a method, device, electronic device, and storage medium for controlling in-vehicle noise, which can reduce the sound pressure level of AVAS noise in a vehicle and improve the driving comfort of users in the vehicle.

[0006] One aspect of an embodiment of the present disclosure provides a method for controlling in-vehicle noise, including: obtaining a first excitation signal corresponding to an external sound player; determining a second excitation signal corresponding to the in-vehicle sound player based on the first excitation signal and control information corresponding to a target position in the vehicle; transmitting the first excitation signal to the external sound player so that the external sound player plays a first sound signal corresponding to the first excitation signal; transmitting the second excitation signal to the in-vehicle sound player so that the in-vehicle sound player plays a second sound signal corresponding to the second excitation signal; the control information is used to cause the signal of the second sound signal at the target position to at least offset a portion of the noise signal of the first sound signal at the target position.

[0007] Another aspect of an embodiment of the present disclosure provides a device for controlling in-vehicle noise, including: an acquisition module for acquiring a first excitation signal corresponding to an external sound player; a first processing module for determining a second excitation signal corresponding to the in-vehicle sound player based on the first excitation signal and control information corresponding to a target position in the vehicle; a first transmission module for transmitting the first excitation signal to the external sound player so that the external sound player plays a first sound signal corresponding to the first excitation signal; a second transmission module for transmitting the second excitation signal to the in-vehicle sound player so that the in-vehicle sound player plays a second sound signal corresponding to the second excitation signal; the control information is used to make the signal of the second sound signal at the target position in the vehicle at least offset a portion of the noise signal of the first sound signal at the target position.

[0008] In another aspect of the embodiments of the present disclosure, a computer-readable storage medium is provided, wherein the storage medium stores a computer program for executing the method for controlling vehicle interior noise according to any of the above embodiments of the present disclosure.

[0009] Another aspect of an embodiment of the present disclosure provides an electronic device, comprising: a processor; a memory for storing instructions executable by the processor; and the processor for reading the executable instructions from the memory and executing the instructions to implement the method for controlling in-vehicle noise described in any of the above embodiments of the present disclosure.

[0010] According to another aspect of the embodiments of the present disclosure, a computer program product is provided. When instructions in the computer program product are executed by a processor, the method for controlling vehicle interior noise provided by any of the above embodiments of the present disclosure is performed.

[0011] Based on the in-car noise control method, device, electronic device and storage medium provided by the above-mentioned embodiments of the present disclosure, a second excitation signal corresponding to the in-car sound player can be determined based on the first excitation signal corresponding to the external sound player and the control information corresponding to the target position in the car, and the in-car sound player is used as a secondary sound source. When the external sound player plays the first sound signal corresponding to the first excitation signal, the noise signal at the target position in the car transmitted by the first sound signal can be offset by the signal at the target position transmitted by the second sound signal played by the in-car sound player, thereby reducing the sound pressure level of the noise signal at the target position in the car, achieving effective control of the external noise transmitted into the car, and helping to improve the driving comfort of users in the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG1 is an exemplary application scenario of the method for controlling vehicle interior noise provided by the present disclosure;

[0013] FIG2 is a flow chart of a method for controlling vehicle interior noise according to an exemplary embodiment of the present disclosure;

[0014] FIG3 is a flow chart of a method for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0015] FIG4 is a schematic diagram of the working principle of a second excitation signal provided by an exemplary embodiment of the present disclosure;

[0016] FIG5 is a flow chart of a method for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0017] FIG6 is a flow chart of a method for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0018] FIG7 is a schematic diagram of a flow chart of obtaining target filter coefficients according to an exemplary embodiment of the present disclosure;

[0019] FIG8 is a schematic diagram showing the principle of an active noise control algorithm provided by an exemplary embodiment of the present disclosure;

[0020] FIG9 is a schematic diagram of the updating principle of multi-path filter coefficients provided by an exemplary embodiment of the present disclosure;

[0021] FIG10 is a schematic diagram of a flow chart of determining a filter coefficient of a filter corresponding to a target position provided by an exemplary embodiment of the present disclosure;

[0022] FIG11 is a schematic diagram of a flow chart of determining a filter coefficient of a filter corresponding to a target position provided by another exemplary embodiment of the present disclosure;

[0023] FIG12 is a schematic diagram of an optimization principle of a fixed filter provided by an exemplary embodiment of the present disclosure:

[0024] FIG13 is a schematic diagram of an AVAS system provided by an exemplary embodiment of the present disclosure;

[0025] FIG14 is a schematic structural diagram of a device for controlling vehicle interior noise according to an exemplary embodiment of the present disclosure;

[0026] FIG15 is a schematic structural diagram of a device for controlling vehicle interior noise provided by another exemplary embodiment of the present disclosure;

[0027] FIG16 is a schematic structural diagram of a device for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0028] FIG17 is a schematic structural diagram of a device for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0029] FIG18 is a schematic structural diagram of a device for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0030] FIG19 is a schematic structural diagram of a device for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure;

[0031] FIG20 is a structural diagram of an electronic device provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] To explain the present disclosure, example embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments. It should be understood that the present disclosure is not limited to the example embodiments.

[0033] It should be noted that the relative arrangement of components and steps, the numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure unless specifically stated otherwise.

[0034] Overview of the Disclosure

[0035] During the development of the present disclosure, the inventors discovered that the Acoustic Vehicle Alerting System (AVAS) emits a warning sound outside the vehicle when the electric vehicle is traveling at low speeds, alerting pedestrians to safety. According to AVAS standards, at low speeds, such as below 20 km / h (kilometers per hour), the AVAS volume is a minimum of 56 dB (decibels) and a maximum of 75 dB (decibels). If the vehicle's sound insulation is not good enough, the high sound pressure level of the AVAS noise transmitted into the vehicle can cause discomfort to occupants and reduce driving comfort.

[0036] Exemplary Overview

[0037] FIG1 is an exemplary application scenario of the method for controlling in-vehicle noise provided by the present disclosure.

[0038] As shown in Figure 1, at least one external sound player may be provided on the vehicle to play prompt sounds to traffic participants (such as pedestrians, cyclists, etc.) around the vehicle. For example, it is used to play the prompt sounds of the AVAS system. At least one in-car sound player may also be provided in the vehicle, and four in-car sound players are taken as an example in Figure 1. The in-car sound player can be used to play relevant sounds to the users in the vehicle, such as playing entertainment programs, prompt sounds, etc. to the users in the vehicle. In the method for controlling in-car noise provided in the present disclosure (which can be executed in the device for controlling in-car noise), when the external sound player plays the prompt sound, the in-car sound player can be used as a secondary sound source to offset the noise transmitted into the vehicle by the prompt sound of the external sound player, so as to control the sound pressure level of the noise in the vehicle and improve the driving comfort of the users in the vehicle. Specifically, a first excitation signal corresponding to an external sound player can be obtained; based on the first excitation signal and the control information corresponding to the target position in the car, a second excitation signal corresponding to the internal sound player can be determined; the first excitation signal is transmitted to the external sound player so that the external sound player plays the first sound signal corresponding to the first excitation signal; the second excitation signal is transmitted to the internal sound player so that the internal sound player plays the second sound signal corresponding to the second excitation signal; the control information is used to make the signal of the second sound signal at the target position at least offset a part of the noise signal of the first sound signal at the target position. The target position can be set according to actual needs. For example, the target position can be set to the position at the top of the user's seat back close to the user's ear. In this way, the sound pressure level of the noise signal at the target position in the car can be reduced, and effective control of the external noise entering the car is achieved, which helps to improve the driving comfort of the user in the car.

[0039] The method for controlling in-car noise provided by the present disclosure is not limited to being applied to controlling in-car noise transmitted by AVAS, but can also be applied to controlling noise that may be transmitted into the car by any other external sound player, without specific limitation.

[0040] Exemplary Methods

[0041] FIG2 is a flow chart of a method for controlling vehicle interior noise according to an exemplary embodiment of the present disclosure. This embodiment can be applied to electronic devices, such as vehicle-mounted computing platforms or signal processing devices. As shown in FIG2 , the method may include the following steps:

[0042] Step 201: Obtain a first excitation signal corresponding to an external audio player.

[0043] Among them, the off-board sound player is a sound player installed on the vehicle for interacting with traffic participants outside the vehicle. For example, the off-board sound player can be used to play the prompt sound of the AVAS system, or for playing related sounds of other functions. The first excitation signal is an electrical signal used to generate a corresponding sound signal. The off-board sound player can convert the first excitation signal into a sound signal (which can be called the first sound signal) and play it. For example, when the vehicle is traveling at a low speed, the AVAS emits a prompt sound outside the vehicle to remind pedestrians to pay attention to safety.

[0044] In some optional embodiments, the first excitation signal can be obtained from a device or apparatus that generates the first excitation signal. For example, in AVAS, the first excitation signal can be generated by a signal processing device (such as a signal processing chip), and the first excitation signal can be obtained from the signal processing device. It can also be set in advance so that after the corresponding device generates the first excitation signal, the first excitation signal is sent to the device for executing the method of the embodiment of the present disclosure provided in the embodiment of the present disclosure to trigger the execution of the method for controlling the in-vehicle noise of the embodiment of the present disclosure. It can also be that the device provided in the embodiment of the present disclosure can be used to generate the first excitation signal and trigger the method for controlling the in-vehicle noise of the embodiment of the present disclosure after generating the first excitation signal. The method for obtaining the first excitation signal and the method for triggering the method of the embodiment of the present disclosure are not limited.

[0045] In some optional embodiments, the external vehicle sound player may be any implementable sound playback device, such as a speaker, or a smart power amplifier (smart PA) and a speaker.

[0046] In some optional embodiments, the number of the external vehicle audio players may be one or more.

[0047] Step 202 : Determine a second excitation signal corresponding to the in-vehicle audio player based on the first excitation signal and control information corresponding to the target position in the vehicle.

[0048] Among them, the target position in the car can be set according to the requirements of in-car noise control. For example, it can be set according to the position where the head or ear of the user in the car may be located. The control information is used to convert the first excitation signal into a second excitation signal, so that the sound signal generated by the second excitation signal (which can be called the second sound signal) is transmitted to the signal at the target position, which can at least offset a part of the noise signal transmitted to the target position by the above-mentioned first sound signal, so as to reduce the sound pressure level of the noise transmitted by the first sound signal outside the car to the target position in the car, so that the noise outside the car heard by the user at the target position is smaller, thereby improving the driving comfort of the user.

[0049] In some optional embodiments, the target location may include one or more locations. For example, the target location may include the position of the user's head or ear corresponding to at least one seat in the vehicle, such as the top position of the driver's seat, the front passenger seat, and each rear seat. This is not limited to specific locations.

[0050] In some optional embodiments, the control information may be pre-acquired and stored in a preset storage area, such as any storage area on the vehicle that can be directly or indirectly accessed by the apparatus of the embodiment of the present disclosure. In this case, at least one excitation signal (which may be referred to as a first reference excitation signal) of the external sound player may be pre-acquired, and a second reference excitation signal corresponding to each first reference excitation signal may be generated based on the initial control information. Each first reference excitation signal and the second reference excitation signal corresponding to the first reference excitation signal may be used as a group of signals. For each group of signals, the first reference sound signal corresponding to the first reference excitation signal of the group of signals may be played by the external sound player, and the second reference sound signal corresponding to the second reference excitation signal of the group of signals may be played by the internal sound player. The error sound signal corresponding to the group of signals may be collected at the target position. The initial control signal may be optimized based on the error sound signal of each group to obtain the optimized control signal, and the optimized control signal may be stored as the control signal corresponding to the target position.

[0051] In some optional embodiments, the control information can also be obtained online in real time. For example, the time frame (or moment, time point) corresponding to the first excitation signal is used as the current time frame, and the control information can be obtained based on the previous control information corresponding to the time frame before the current time frame and the error sound signal between the previous first excitation signal and the previous second excitation signal at the target position. The initial control information of the initial time frame can be initialized control information or control information pre-acquired and stored in a preset storage area.

[0052] In some optional embodiments, the control information may be filter coefficients of a filter, for example, filter coefficients of a fixed filter obtained by pre-optimization, or filter coefficients of an adaptive filter updated online in real time, without limitation.

[0053] In some optional embodiments, for a case where there is one external audio player, one target location, and one internal audio player, the control information corresponding to the target location may include a filter coefficient of a filter.

[0054] In some optional embodiments, for the case where the number of external sound players is m, the number of target positions is n, and the number of internal sound players is s, at least one of m, n, and s is greater than 1, and the control information corresponding to the target position may include filter coefficients of m*s filters.

[0055] Step 203 : transmitting the first excitation signal to an external audio player, so that the external audio player plays a first audio signal corresponding to the first excitation signal.

[0056] The external audio player can be connected to the apparatus of the present embodiment via any feasible method, such as wired or wireless methods, without specific limitation. A wired method, for example, can be connected via any bus interface. The apparatus of the present embodiment can transmit a first excitation signal to the external audio player, which can then convert the first excitation signal into a first audio signal and play it. The operating principle of the audio player is not detailed here.

[0057] Step 204, transmit the second excitation signal to the in-car sound player so that the in-car sound player plays the second sound signal corresponding to the second excitation signal; the control information is used to make the signal of the second sound signal at the target position at least offset a part of the noise signal of the first sound signal at the target position.

[0058] Among them, the transmission of the second excitation signal is similar to the aforementioned first excitation signal, and the working principle of the in-car sound player is similar to that of the out-car sound player, which will not be elaborated here. Because the sound played by the out-car sound player interacts with traffic participants outside the car, if the vehicle windows are open or the vehicle sound insulation performance is not good enough, the first sound signal outside the car will be transmitted into the car. For the user inside the car, the external sound transmitted into the car is noise, so the signal transmitted by the first sound signal to the target position is called a noise signal. Since the control information is used to convert the first excitation signal into the second excitation signal, the signal transmitted to the target position by the second sound signal corresponding to the second excitation signal can at least offset a part of the noise signal transmitted to the target position by the first sound signal, thereby reducing the sound pressure level of the noise transmitted by the first sound signal outside the car to the target position inside the car.

[0059] It should be noted that there is no dependency between the above steps 203 and 204 in terms of execution order, and they can be executed simultaneously or sequentially without any restriction on the execution order.

[0060] The in-vehicle noise control method provided in this embodiment can determine a second excitation signal corresponding to the in-vehicle sound player based on a first excitation signal corresponding to an external sound player and control information corresponding to a target location in the vehicle. The in-vehicle sound player is used as a secondary sound source. When the external sound player plays a first sound signal corresponding to the first excitation signal, the noise signal transmitted to the target location in the vehicle by the first sound signal is offset by the signal transmitted to the target location by the second sound signal corresponding to the second excitation signal played by the in-vehicle sound player. This reduces the sound pressure level of the noise signal at the target location in the vehicle, effectively controlling external noise entering the vehicle and improving driving comfort for vehicle users. This eliminates the need to reduce the sound pressure level of the external sound player, ensuring effective interaction with external traffic participants. Furthermore, this avoids the need to improve vehicle hardware to improve sound insulation performance, helping to control costs.

[0061] FIG3 is a flow chart of a method for controlling vehicle interior noise according to another exemplary embodiment of the present disclosure.

[0062] In some optional embodiments, as shown in FIG3 , step 202 of determining a second excitation signal corresponding to the in-vehicle sound player based on the first excitation signal and control information corresponding to the target position in the vehicle includes:

[0063] Step 2021: Determine a filter corresponding to the first excitation signal based on the control information.

[0064] The control information may include a filter coefficient, and a filter corresponding to the first excitation signal is determined based on the filter coefficient.

[0065] In some optional embodiments, the control information may include pre-acquired filter coefficients of a fixed filter.

[0066] In some optional embodiments, the control information may also include filter coefficients of the adaptive filter determined online in real time.

[0067] In some optional embodiments, the fixed filter and the adaptive filter may be active noise control filters, that is, control filters obtained by optimizing an active noise control algorithm.

[0068] Step 2022: Filter the first excitation signal based on the filter to obtain a second excitation signal.

[0069] The filtering process may include convolving the first excitation signal and a preset number of historical excitation signals before the first excitation signal based on the filtering coefficient to obtain the second excitation signal. That is, when performing the filtering process, in addition to the first excitation signal, the historical excitation signals before the first excitation signal may also be combined. For example, the first excitation signal is represented as the excitation signal x(n) at time n, and the historical excitation signals are represented as x(n-1), x(n-2), x(n-3), ... If the filtering coefficient is represented as a length of L w Vector Then the second excitation signal y(n) at time n can be expressed as follows: y(n)=X T (n)W

[0070] Where T represents transpose, X(n)=[x(n) x(n-1) … x(nL w +1)] T The historical excitation signal may be stored after the first excitation signal at the historical moment is acquired.

[0071] In some optional examples, FIG4 is a schematic diagram illustrating the operating principle of a second excitation signal provided by an exemplary embodiment of the present disclosure. As shown in FIG4 , the external sound player is an AVAS speaker, and the secondary sound source is an internal sound player. The first excitation signal from the AVAS speaker is filtered by a filter to produce a second excitation signal from the secondary sound source. The AVAS plays a first sound signal corresponding to the first excitation signal. The primary path is the sound signal transmission path from the AVAS speaker to a target location within the vehicle. The first sound signal played by the AVAS speaker is transmitted to the target location within the vehicle via the primary path. The original noise signal within the vehicle represents the noise signal generated when the first sound signal is transmitted to the target location. The waveform corresponding to the original noise signal within the vehicle in the figure represents a schematic diagram of the noise signal generated at the target location by the continuous first sound signal. The noise signal of the first sound signal at the target location at a given moment corresponds to the value of a point on the waveform in the waveform diagram. The secondary path is the sound signal transmission path from the secondary sound source to the target location. The secondary sound source plays a second sound signal corresponding to the second excitation signal, and the second sound signal is transmitted to the target location via the secondary path. The inverted control signal represents the signal generated when the second sound signal is transmitted to the target location. The waveform corresponding to the inverted control signal in the figure represents a schematic diagram of the control signal formed by the continuous second sound signal at the target position. This signal is in opposite phase to the original noise signal inside the car generated by the first sound signal at the target position. The waveforms in the figure are used to more clearly show the inverted phase of the noise signal and the control signal at the target position, as well as the actual noise signal after the two are superimposed. The original noise signal inside the car and the inverted control signal are superimposed at the target position. Because the two are in opposite phases, the inverted control signal can offset the original noise signal inside the car, so that the noise at the target position becomes the signal shown as the actual noise inside the car in the figure. It can be seen that the sound pressure level of the original noise of the first sound signal of AVAS at the target position is effectively reduced.

[0072] FIG5 is a flow chart of a method for controlling vehicle interior noise provided by yet another exemplary embodiment of the present disclosure.

[0073] In some optional embodiments, as shown in FIG5 , the method of the embodiment of the present disclosure may further include:

[0074] Step 301: Acquire the location information of the user in the car.

[0075] The location information of the user in the vehicle may be obtained in any feasible manner, such as obtaining the user's location information based on image recognition, obtaining the user's location information based on sound source localization, obtaining the user's location information based on a seat sensor, etc.

[0076] Step 302: Determine the target location based on the location information of the user in the vehicle.

[0077] Among them, based on the position information of the user in the car, the position near the head or ear of the user in the car can be used as the target position, so that the noise in the car can be controlled for the user in the car, so as to more specifically reduce the sound pressure level of the external noise that the user can hear.

[0078] In some optional embodiments, corresponding control information can be determined and stored for various scenarios involving different numbers of users in the vehicle. For example, in the case of only the driver, control information corresponding to the driver's target position is obtained and stored. For various scenarios involving a driver and at least one user in another seat, such as a driver and a front passenger seat, a driver and a user in the back row, a driver and a front passenger seat, and two users in the back row, control information corresponding to each scenario can be obtained and stored. Each scenario can be identified as a type. During vehicle travel, the specific type of the user's target position in the vehicle can be determined based on the actual detected user position information, and control information corresponding to that type can be obtained for use in controlling in-vehicle noise.

[0079] In some optional embodiments, corresponding control information can be determined online in real time for various situations with different numbers of users in the vehicle, so as to perform noise control at target positions corresponding to the users in the vehicle.

[0080] In some optional embodiments, obtaining the location information of the user in the vehicle may include:

[0081] Obtain an image captured by a camera inside the vehicle; based on the image, determine the location of the user inside the vehicle. Specifically, the user can be identified through image recognition (e.g., face detection), and the seat position of the user in the vehicle can be determined based on the user's position in the image. Based on the seat position, a preset position corresponding to the seat is used as the target position.

[0082] In some optional embodiments, obtaining the location information of the user in the vehicle may include:

[0083] Position information of a user in the vehicle is determined based on at least one of images, voice, and seat sensor data in the vehicle.

[0084] For images, please refer to the aforementioned embodiments. For voice, the user's location information can be determined through sound source positioning. For example, a sound sensor can be set at at least one preset location in the vehicle to collect the voice information of the user in the vehicle and identify the direction of the sound source to determine the user's location information based on the direction of the sound source. The seat sensor can be a sensor set at the bottom or back of each seat, such as a pressure sensor, gravity sensor, etc., which can determine whether a user is sitting in the seat by sensing changes in pressure or gravity, thereby determining the user's location information.

[0085] This embodiment determines the target position based on the position information of the user in the car, and can control the noise inside the car for the user in the car, so as to more specifically reduce the sound pressure level of the external noise that the user can hear, and further improve the user's driving experience.

[0086] FIG6 is a flowchart of a method for controlling vehicle interior noise provided by yet another exemplary embodiment of the present disclosure.

[0087] In some optional embodiments, as shown in FIG6 , the method of the embodiment of the present disclosure further includes:

[0088] Step 401: Obtain a target filter coefficient of a filter corresponding to a target position, and use the target filter coefficient as control information.

[0089] Among them, the target filter coefficients of the filter may be different for different target positions. Therefore, for different target positions in the car, the target filter coefficients of the filter corresponding to the target position can be obtained as control information, which is used to filter the first excitation signal and obtain the corresponding second excitation signal. For example, if the target position includes one position, the target filter coefficient corresponding to the target position of the driver's seat may be different from the target filter coefficient corresponding to the target position of the co-pilot seat. If the target position includes multiple positions, the target filter coefficients corresponding to different position combinations may also be different. For example, the target position includes two positions: the target position of the driver's seat and the target position of the co-pilot seat. The target filter coefficients for these two positions may be different from the target filter coefficients for the driver's seat and the rear position.

[0090] This embodiment uses the filter coefficient of the filter as control information to convert the first excitation signal into the second excitation signal, which can effectively realize the active control of the noise at the target position in the vehicle. Therefore, without reducing the playback sound pressure level of the external sound player outside the vehicle, the external noise entering the vehicle can be effectively controlled, and the improvement of the vehicle sound insulation performance through hardware improvements can be avoided, which helps to reduce costs.

[0091] FIG7 is a schematic diagram of a flow chart of obtaining target filter coefficients provided by an exemplary embodiment of the present disclosure.

[0092] In some optional embodiments, as shown in FIG7 , obtaining a target filter coefficient of a filter corresponding to a target position includes:

[0093] Step 4011 : determining a current filter coefficient based on a previous filter coefficient of a filter corresponding to a previous time frame of the first excitation signal, a previous reference signal, and a previous error sound signal collected by a sound sensor at a target position.

[0094] The previous reference signal can be obtained based on the previous excitation signal and a secondary path transfer function between the in-car audio player and the target location. The secondary path transfer function is obtained by modeling the secondary path between the in-car audio player and the target location.

[0095] In some optional embodiments, the previous time frame is the previous moment. For example, if the first excitation signal is the excitation signal x(n) at the current moment (moment n), then the previous excitation signal is the excitation signal x(n-1) at moment n-1. Accordingly, the previous filter coefficient is the filter coefficient determined at moment n-1. The previous reference signal is the reference signal determined at moment n-1. The previous error sound signal is the error sound signal collected at moment n-1. The secondary path (or secondary path) transfer function between the in-vehicle sound player and the target location is obtained by modeling the actual secondary path and is used to estimate the sound transmission of the secondary path.

[0096] In some optional embodiments, the previous reference signal may be obtained based on the previous excitation signal and one or more excitation signals before the previous excitation signal through transformation of the secondary path transfer function.

[0097] Exemplarily, the previous reference signal can be expressed as follows:

[0098] Among them, T represents transpose, X s (n-1) indicates the length is L s The excitation signal vector, X s (n-1)=[x(n-1) x(n-2) … x(nL s )] T , represents the estimated secondary path.

[0099] In some optional embodiments, the current filter coefficient may be obtained based on the previous filter coefficient, the previous reference signal, and the previous error sound signal by using a certain adaptive algorithm.

[0100] Step 4012: Use the current filter coefficient as the target filter coefficient.

[0101] This embodiment determines the current filter coefficient based on the previous filter coefficient, the previous reference signal and the previous error sound signal, and uses it as the target filter coefficient to filter the current first excitation signal to obtain the second excitation signal, thereby realizing in-vehicle noise control based on an adaptive filter, helping to improve the accuracy and effectiveness of the filter coefficient, thereby further improving the control effect of the in-vehicle noise.

[0102] In some optional embodiments, determining the current filter coefficient based on the previous filter coefficient of the filter corresponding to the previous time frame of the first excitation signal, the previous reference signal, and the previous error sound signal collected by the sound sensor at the target position in step 4011 may include:

[0103] Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, an active noise control algorithm is used to determine the current filter coefficient.

[0104] The active noise control algorithm may employ any feasible active noise control algorithm, such as the FXLMS (Filtered-x Least Mean Square) algorithm and its series of improved algorithms (such as the normalized FXLMS algorithm). The FXLMS algorithm is an adaptive filter algorithm that adaptively adjusts the filter coefficients of a filter based on the error between an input signal and a desired output signal to achieve noise suppression.

[0105] In some optional examples, FIG8 is a schematic diagram of the principle of the active noise control algorithm provided by an exemplary embodiment of the present disclosure. As shown in FIG8, the principle of online real-time filter adaptive optimization, i.e., optimization of the adaptive filter, is demonstrated. Based on FIG4, the secondary sound source is the in-car speaker (i.e., in-car sound player), W(z) represents the filter, the z in W(z) represents the z transform, n is the time index, which can represent the nth time (or the nth time frame), x(n) represents the first excitation signal at the nth time, y(n) represents the second excitation signal at the nth time, P(z) represents the primary path, d(n) represents the original noise signal in the car at the target position transmitted via the primary path to the first sound signal at the nth time, S(z) represents the actual secondary path, z(n) represents the signal transmitted to the target position by the second sound signal at the nth time (which can be called the control signal), and e(n) represents the error sound signal at the nth time. The error microphone is a sound sensor at the target position, used to collect the error sound signal at the target position. represents the modeled secondary path (i.e., the secondary path transfer function), and v(n) represents the reference signal at time n, obtained based on the first excitation signal at time n and the secondary path transfer function. ANC (Active Noise Control) represents the active noise control algorithm used to update the filter coefficients. ANC can update the filter coefficient W(n) of W(z) at time n based on v(n) and e(n), obtaining the filter coefficient W(n+1) at time n+1, which is used to generate the second excitation function at time n+1. Similarly, W(n) used to generate y(n) is obtained by updating W(n-1) based on v(n-1) and e(n-1) at time n-1. Based on this, an adaptive filter is implemented to generate a second excitation signal corresponding to the first excitation signal, effectively controlling the external noise entering the vehicle.

[0106] This embodiment implements online real-time optimization of the adaptive filter through an active noise control algorithm, which helps to improve the accuracy of the target filter coefficient and further improve the control effect of the vehicle interior noise.

[0107] In some optional embodiments, based on the previous filter coefficient, the previous reference signal, and the previous error sound signal, an active noise control algorithm is used to determine the current filter coefficient, including:

[0108] Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, the previous filter coefficient is updated using a preset iterative rule to obtain the current filter coefficient.

[0109] The preset iteration rule may be determined based on the active noise control algorithm. Different active noise control algorithms may have different iteration rules.

[0110] In some optional examples, taking the FXLMS algorithm as an example, the previous filter coefficient is expressed as: The previous reference signal is represented as v(n-1), and the previous error sound signal is represented as e(n-1). Then the current filter coefficient W(n) can be expressed as: W(n) = W(n-1) - μV(n-1)e(n-1)

[0111] Where μ represents the iteration step size, V(n-1)=[v(n-1) v(n-2) … v(nL w )] T , v(i) represents i(i=n-1,...,nL w) moment, v(i) is obtained at moment i based on the first excitation signal x(i) and the secondary path transfer function at moment i. That is, when updating the filter coefficient, in addition to the previous reference signal, one or more reference signals before the previous reference signal (which may be obtained and stored at the previous moment) may also be combined to update the previous filter coefficient. The specific number of reference signals used is related to the length of the filter coefficient L. w consistent.

[0112] In some optional embodiments, after obtaining W(n), x(n) is filtered based on W(n) to obtain a second excitation signal y(n), which is expressed as follows: y(n)=X T (n)W(n)

[0113] As shown in Figure 8, the AVAS speaker generates a first sound signal based on x(n) for playback. The noise signal transmitted to the target location via the primary path is d(n). The in-car speaker plays a second sound signal corresponding to y(n). The control signal transmitted to the target location via the secondary path is z(n). The error sound signal at the target location is: e(n) = d(n) + z(n)

[0114] The error microphone collects the error sound signal e(n) at the target position and feeds it back to the ANC. Based on x(n) and the secondary path transfer function, the reference signal v(n) is determined as:

[0115] Among them, T represents transpose, X s (n) indicates the length is L s The excitation signal vector, X s (n)=[x(n) x(n-1) … x(nL s +1)] T , Represents the estimated secondary path. L s With L w Can be the same or different.

[0116] The ANC updates W(n) based on v(n) and e(n) to obtain W(n+1), which is expressed as follows: W(n+1) = W(n) - μV(n)e(n)

[0117] Where μ represents the iteration step size, V(n)=[v(n) v(n-1) … v(nL w +1)] TThe obtained W(n+1) can be used to filter the first excitation signal x(n+1) at time n+1 to obtain the second excitation signal y(n+1) at time n+1. Similarly, accurate and effective control of external noise based on adaptive filtering can be achieved during vehicle driving.

[0118] In some optional embodiments, the above iterative formula can be obtained by solving the MSE (Mean-Square Error) objective function. The MSE objective function can be expressed as follows:

[0119] Where E{} represents the expectation, and argmin represents the W(n) that minimizes the expectation. The objective function can be solved using the steepest descent algorithm of the FXLMS algorithm, yielding the iterative formula: W(n+1)=W(n)-μV(n)e(n)

[0120] In some optional embodiments, the target location includes at least one sound sensor location corresponding to each user in the vehicle. Step 4011 determines the current filter coefficient based on a previous filter coefficient of a filter corresponding to a previous time frame of the first excitation signal, a previous reference signal, and a previous error sound signal collected by the sound sensor at the target location, including:

[0121] Acquire a previous error sound signal corresponding to each sound sensor; and determine a current filter coefficient based on a previous filter coefficient, a previous reference signal, and a previous error sound signal corresponding to each sound sensor.

[0122] A corresponding sound sensor can be installed near the user's head or ear on each seat in the vehicle to collect an error sound signal at that location when it is a target location. In practical applications, the sound sensor locations within the target location can be determined based on the user in the vehicle. Error sound signals can be collected using sound sensors at the target location, and the error sound signals corresponding to each sound sensor can be combined to update the filter coefficients.

[0123] In some optional embodiments, for the case where the target position includes at least one (for example, K) sound sensor positions, the updating process of the filter coefficients can be expressed as follows: X(n-1)=[x(n-1) x(n-2) … x(nL w )] T y(n-1)=X T (n-1)W(n-1) e k (n-1)=d k (n-1)+zk (n-1) V k (n-1)=[v k (n-1) v k (n-2) … v k (nL w )] T

[0124] Among them, μ represents the iteration step size, v k (n-1) represents the reference signal corresponding to the kth sound sensor position in the previous reference signal, Denotes the estimated secondary path between the in-car audio player and the kth audio sensor location. k (n-1) represents the noise signal of the previous first sound signal (i.e., the first sound signal at time n-1) at the kth sound sensor position. k (n-1) represents the control signal of the previous second sound signal at the kth sound sensor position. k (n-1) represents the previous reference signal vector corresponding to the k-th sound sensor position.

[0125] In some optional embodiments, FIG9 is a schematic diagram illustrating the updating principle of multi-channel filter coefficients provided by an exemplary embodiment of the present disclosure. As shown in FIG9 , for the case of I external audio players, J internal audio players, and K sound sensors, i = 1, 2, ..., I, j = 1, 2, ..., J, k = 1, 2, ..., K, and a total of I*J filters, each of which can be represented as filter ij, the process of updating the filter coefficients at time n can be expressed as follows: X i (n) = [x i (n) x i (n-1) … x i (nL w +1)] T X si (n) = [x i (n) x i (n-1) … x i (nL s +1)] T e k (n) = d k (n)+z k (n) V ijk (n)=[vijk (n) v ijk (n-1) … v ijk (nL w +1)] T

[0126] Among them, W ij (n) represents the filter coefficient corresponding to the filter ij at time n. i (n) indicates that the length of the i-th first excitation signal is L w The excitation signal vector y j (n) represents the second excitation signal of the j-th in-car audio player. represents the estimated secondary path between the jth in-car audio player and the kth audio sensor. si (n) indicates that the length of the i-th first excitation signal is L s The excitation signal vector v ijk (n) represents the first excitation signal of i The reference signal obtained by transformation. k (n) represents the error sound signal collected by the kth sound sensor. ik (n) represents the noise signal of the first sound signal played by the i-th external sound player at the k-th sound sensor position. k (n) represents the total noise signal of I external audio players at the kth sound sensor position. Similarly, z k (n) represents the total control signal of J in-car audio players at the kth sound sensor position. ijk (n) represents the reference signal vector corresponding to the filter ij at the kth sound sensor position.

[0127] In some optional embodiments, obtaining the target filter coefficient of the filter corresponding to the target position in step 401 may include:

[0128] The filter coefficients of the filter corresponding to the target position obtained in advance are used as target filter coefficients.

[0129] The filter coefficients of the filter corresponding to the target position obtained in advance are filter coefficients of a fixed filter obtained in advance by offline optimization.

[0130] In some optional embodiments, a sound sensor can be pre-installed at a target location in the vehicle, for example, temporarily installed at the target location. After the filter is optimized, the temporarily installed sound sensor can be removed. At least one excitation signal (which can be called a first reference excitation signal) is set for the sound player outside the vehicle, and then the initial filter coefficients of the initialized filter are optimized based on each first reference excitation signal. After the optimization is completed, the optimized filter coefficients are stored as the target filter coefficients corresponding to the target location. In actual vehicle application, the real-time first excitation signal can be filtered based on the pre-stored target filter coefficients to obtain a second excitation signal to achieve effective control of the noise inside the vehicle.

[0131] This embodiment uses a pre-obtained filter coefficient as the target filter coefficient to filter the first excitation signal, generating a second excitation signal that can offset the noise signal transmitted from outside the vehicle at the target position, thereby realizing in-vehicle noise control based on a fixed filter. Compared with the adaptive filter in the aforementioned embodiment, the fixed filter can reduce the amount of signal processing calculations and improve signal processing efficiency.

[0132] FIG10 is a schematic diagram of a flow chart of determining a filter coefficient of a filter corresponding to a target position provided by an exemplary embodiment of the present disclosure.

[0133] In some optional embodiments, as shown in FIG10 , the filter coefficients of the filter corresponding to the target position are obtained by the following steps:

[0134] Step 501: Acquire a first reference excitation signal of at least one time frame corresponding to an external vehicle audio player.

[0135] The first reference excitation signal can be determined based on the sound signal that the vehicle's external audio player actually needs to play. The principle for determining this signal is similar to that of the first excitation signal described above and is not further elaborated here. The at least one time frame is not limited to a specific number of time frames. For example, it can include 1 frame, 2 frames, 5 frames, 20 frames, 100 frames, and so on.

[0136] Step 502 : Based on each first reference excitation signal and the filter coefficient to be updated, determine a second reference excitation signal of the in-car audio player corresponding to each first reference excitation signal.

[0137] The filter coefficient to be updated may be an initialized filter coefficient or a filter coefficient that has been iterated a certain number of times, which is not specifically limited. The principle of determining the second reference excitation signal is similar to that of the aforementioned second excitation signal and will not be elaborated here.

[0138] Step 503 : Based on each first reference excitation signal and a second reference excitation signal corresponding to each first reference excitation signal, an error sound signal at a target position corresponding to each first reference excitation signal is obtained.

[0139] For each first reference excitation signal and its corresponding second reference excitation signal, the first reference sound signal corresponding to the first reference excitation signal can be played through an external sound player of the vehicle, and the second reference sound signal corresponding to the second reference excitation signal can be played through an internal sound player of the vehicle, and then an error sound signal at the target location corresponding to the first reference excitation signal can be collected through a sound sensor at the target location. After the error sound signals corresponding to the first reference excitation signals are collected, the first reference excitation signals and the corresponding error sound signals can be used to subsequently update the filter coefficients.

[0140] Step 504 : Based on each first reference excitation signal and the error sound signal corresponding to each first reference excitation signal, an active noise control algorithm is used to update the filter coefficient to obtain the filter coefficient.

[0141] The active noise control algorithm may adopt any feasible algorithm, such as the FXLMS algorithm and its series of improved algorithms.

[0142] This embodiment collects at least one first reference excitation signal offline, determines the second reference excitation signal corresponding to each first reference excitation signal based on the filter coefficient to be updated, obtains the error sound signal at the target position corresponding to each first reference excitation signal, and uses it to optimize the filter coefficient of the active noise control algorithm to obtain the filter coefficient of the fixed filter. In actual application, the vehicle can filter the first excitation signal of the external sound player based on the filter coefficient of the fixed filter to obtain the second excitation signal, which is used to offset the noise transmitted from the external sound player to the target position inside the vehicle, thereby achieving effective control of the noise inside the vehicle.

[0143] FIG11 is a schematic diagram of a flow chart of determining a filter coefficient of a filter corresponding to a target position provided by another exemplary embodiment of the present disclosure.

[0144] In some optional embodiments, as shown in FIG11 , step 503 of obtaining, based on each first reference excitation signal and the second reference excitation signal corresponding to each first reference excitation signal, the error sound signal at the target position corresponding to each first reference excitation signal, includes:

[0145] Step 5031 : For the first reference excitation signal of each time frame, transmit the first reference excitation signal to an external vehicle sound player, so that the external vehicle sound player plays the first reference sound signal corresponding to the first reference excitation signal.

[0146] Step 5032: Transmit a second reference excitation signal corresponding to the first reference excitation signal to an in-vehicle audio player, so that the in-vehicle audio player plays the second reference audio signal corresponding to the second reference excitation signal.

[0147] It should be noted that the above steps 5031 and 5032 have no dependency on the execution order and can be executed simultaneously or successively without any restriction on the execution order.

[0148] Step 5033: Based on the sound sensor at the target position, an error sound signal between the first reference sound signal and the second reference sound signal at the target position is collected.

[0149] It should be noted that the specific operating principles of the above steps 5031 to 5033 can be found in the first sound signal, the second sound signal and the error sound signal of the above embodiment, and will not be elaborated here.

[0150] In some optional embodiments, step 504 uses an active noise control algorithm to update the filter coefficients to be updated based on the first reference excitation signals and the error sound signals corresponding to the first reference excitation signals to obtain the filter coefficients, including:

[0151] Step 5041 : For the first reference excitation signal of each time frame, convert the first reference excitation signal into a first reference signal based on a secondary path transfer function between the in-car sound player and the target position.

[0152] The secondary path transfer function is obtained by modeling the secondary path between the in-car audio player and the target location. The working principle of the secondary path transfer function can be found in the above embodiment and will not be described in detail here.

[0153] Step 5042 : Based on the first reference signals and the error sound signals respectively corresponding to the first reference excitation signals, an active noise control algorithm is used to update the filter coefficients to obtain the filter coefficients.

[0154] Among them, the filter coefficient can be obtained based on the MSE objective function. The MSE objective function of the fixed filter can be expressed as:

[0155] Wherein, W represents the filter coefficient, and e(n) represents the error sound signal corresponding to the first reference excitation signal and the second reference excitation signal at time n. This means that the filter coefficient that minimizes the expected E of each error sound signal is taken, and this filter coefficient is stored as the target filter coefficient corresponding to the target position.

[0156] In some optional embodiments, FIG12 is a schematic diagram of the optimization principle of a fixed filter provided by an exemplary embodiment of the present disclosure. As shown in FIG12 , the dotted line portion represents the offline optimization of filter W(z). x(n) can represent the first reference excitation signal at time n, y(n) can represent the second reference excitation signal, and d(n) represents the original vehicle interior noise signal transmitted from the first reference sound signal at time n via the primary path to the target location. v(n) represents the first reference signal at time n obtained based on the first reference excitation signal at time n and the secondary path transfer function. z(n) represents the control signal transmitted from the second reference sound signal at time n to the target location. e(n) represents the error sound signal corresponding to x(n) and y(n) at the target location at time n. For other symbols, see FIG8 above. The ANC optimizes the filter coefficients based on v(n) and e(n). Based on each first reference excitation signal over a period of time, the active noise control algorithm is used to solve the filter coefficients that minimize the objective function and store them as the filter coefficients of the fixed filter corresponding to the target location. It can be seen that the principle of offline optimization of the fixed filter is similar to the principle of the aforementioned online adaptive optimization, and will not be elaborated here.

[0157] In some optional embodiments, for the case of I external sound players, J internal sound players, and K sound sensors, the number of fixed filters is I*J, which are obtained through offline optimization of the first reference excitation signal over a period of time. The specific principle is similar to the aforementioned adaptive optimization and will not be repeated here.

[0158] In this embodiment, the filter coefficients of the fixed filter are obtained by pre-offline optimization and stored. During real-time vehicle application, the filter coefficients of the fixed filter can be directly obtained for controlling the noise inside the vehicle, which can reduce the calculation of the online adaptive update filter, thereby improving signal processing efficiency.

[0159] In some optional embodiments, the acquisition of the target filter coefficient in step 401 may include the two methods described above, namely the adaptive filter method of steps 4011 to 4012 and the pre-acquired fixed filter method of steps 501 to 504. This can support both determining the second excitation signal based on a pre-acquired fixed filter and determining the second excitation signal based on an online adaptive filter, thereby providing the user with two noise control methods. The user can select the specific noise control method to be used, or the noise control method to be used can be automatically selected based on the selection conditions pre-set by the user. For example, the user can set different noise control methods for different time periods, different noise control methods for different vehicle speeds, etc. For example, when the vehicle speed is above a certain threshold, the noise control method of the adaptive filter is used, and when the vehicle speed is below a certain threshold, the noise control method of the fixed filter is used. No specific limitation is given.

[0160] In some optional embodiments, there are multiple in-vehicle audio players. Step 202 of determining a second excitation signal corresponding to the in-vehicle audio player based on the first excitation signal and control information corresponding to the target position in the vehicle includes:

[0161] Based on the first excitation signal and the control information corresponding to each in-vehicle audio player, a second excitation signal corresponding to each in-vehicle audio player is determined.

[0162] The control information corresponding to each in-car audio player can be obtained online in real time or pre-obtained offline. For example, the control information may include filter coefficients of adaptive filters corresponding to each in-car audio player obtained online in real time, or filter coefficients of fixed filters corresponding to each in-car audio player obtained pre-obtained offline. The specific control information can be set based on actual needs.

[0163] In some optional embodiments, if there are multiple in-car audio players, the filter coefficient optimization process of the multiple in-car audio players in the aforementioned embodiment can be referred to to obtain the filter coefficient corresponding to each in-car audio player as control information.

[0164] This embodiment can further improve the noise control effect at the target position in the car by arranging multiple in-car sound players in the car to serve as secondary sound sources to offset the noise signals transmitted into the car by the external sound players.

[0165] In some optional embodiments, Figure 13 is a schematic diagram of an AVAS system provided by an exemplary embodiment of the present disclosure. As shown in Figure 13, an error microphone is installed at a preset position corresponding to each seat in the vehicle (near the user's head or ear) to collect error sound signals. An AVAS speaker is installed at the front end of the vehicle exterior, and six in-vehicle speakers and an in-vehicle camera are installed inside the vehicle. The AVAS speaker, each in-vehicle speaker, each error microphone, and the camera are all connected to a low-latency DSP chip, in which the device of the present disclosure embodiment is installed. During vehicle driving, if it is detected that the vehicle is traveling at a low speed and a prompt sound needs to be played through the AVAS speaker, the DSP chip can generate a first excitation signal for the AVAS speaker and identify the position information of the user in the vehicle through the in-vehicle camera. Then, the target position is determined based on the user's position information. Taking the target position including the four error microphone positions as an example, the target filter coefficients corresponding to the four error microphones are obtained (including the filter coefficients corresponding to the six in-vehicle speakers respectively). The first excitation signal is filtered based on the target filter coefficients to obtain a second excitation signal (including the second excitation signal corresponding to each in-vehicle speaker). The first sound signal corresponding to the first excitation signal is played through the AVAS speaker, and the second sound signal corresponding to the second excitation signal is played through each in-vehicle speaker. The first sound signal is transmitted to each error microphone through the primary path between the AVAS speaker and each error microphone, and each second sound signal is transmitted to each error microphone through its own secondary path. For any error microphone position, the control signal transmitted by each second sound signal to the error microphone position can offset the noise signal transmitted by the first sound signal to the error microphone position, or offset a portion of the noise signal, thereby reducing the sound pressure level of the AVAS noise heard by the user in each seat and improving the driving experience of each user. The use of low-latency DSP can reduce the delay of signal processing and improve the real-time performance of signal processing.

[0166] In some optional embodiments, when the target position includes multiple (for example, K) error microphone positions, the filter coefficients may be solved based on the following objective function:

[0167] The meaning of each symbol can be found in the above content and will not be elaborated here.

[0168] In some optional embodiments of the present disclosure, while the vehicle is traveling, the playback duration of an external sound player can be detected. In response to the playback duration being less than a time threshold, the first excitation signal is filtered based on a pre-obtained filter coefficient corresponding to a target position to obtain a second excitation signal. In response to the playback duration being greater than the time threshold, the target filter coefficient of the adaptive filter is determined based on steps 4011 to 4012, and the first excitation signal is filtered based on the target filter coefficient to obtain a second excitation signal. In this case, the initial filter coefficient of the adaptive filter can be the filter coefficient of a pre-obtained fixed filter. Based on the filter coefficient of the fixed filter, noise control of the adaptive filter is subsequently achieved by updating the filter coefficient online in real time. This can take into account the low computational complexity and high robustness of the fixed filter, achieving a high noise control effect in the short term. In the long term, the adaptive filter can avoid the situation where noise reduction performance is reduced due to changes in the transmission path, thereby improving the noise reduction effect of long-term noise control.

[0169] The above-mentioned embodiments of the present disclosure may be implemented individually or in any combination without conflict. The specific configuration may be based on actual needs and is not limited by the embodiments of the present disclosure.

[0170] Any of the vehicle interior noise control methods provided in the embodiments of the present disclosure can be executed by any appropriate device with data processing capabilities, including but not limited to terminal devices and servers. Alternatively, any of the vehicle interior noise control methods provided in the embodiments of the present disclosure can be executed by a processor, such as by invoking corresponding instructions stored in a memory to execute any of the vehicle interior noise control methods mentioned in the embodiments of the present disclosure. This will not be further described below.

[0171] Those skilled in the art will understand that all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk, etc. Various media that can store program codes.

[0172] Exemplary devices

[0173] FIG14 is a schematic diagram of the structure of a vehicle interior noise control device according to an exemplary embodiment of the present disclosure. The device of this embodiment can be used to implement a corresponding vehicle interior noise control method embodiment of the present disclosure. The device shown in FIG14 includes an acquisition module 61, a first processing module 62, a first transmission module 63, and a second transmission module 64.

[0174] The acquisition module 61 is configured to acquire a first excitation signal corresponding to an external audio player.

[0175] The first processing module 62 is configured to determine a second excitation signal corresponding to the in-vehicle audio player based on the first excitation signal and control information corresponding to the target position in the vehicle.

[0176] The first transmission module 63 is configured to transmit the first excitation signal to an external audio player, so that the external audio player plays a first audio signal corresponding to the first excitation signal.

[0177] The second transmission module 64 is configured to transmit the second excitation signal to an in-vehicle audio player, causing the in-vehicle audio player to play a second sound signal corresponding to the second excitation signal. Control information is used to cause the second sound signal at a target location within the vehicle to at least partially cancel out a noise signal at the target location caused by the first sound signal.

[0178] FIG15 is a schematic structural diagram of a device for controlling in-vehicle noise according to another exemplary embodiment of the present disclosure.

[0179] In some optional embodiments, as shown in FIG15 , the first processing module 62 includes:

[0180] The first determining unit 621 is configured to determine a filter corresponding to the first excitation signal based on the control information.

[0181] The first processing unit 622 is configured to perform filtering processing on the first excitation signal based on a filter to obtain a second excitation signal.

[0182] FIG16 is a schematic structural diagram of a device for controlling in-vehicle noise according to yet another exemplary embodiment of the present disclosure.

[0183] In some optional embodiments, as shown in FIG16 , the apparatus of the embodiment of the present disclosure further includes:

[0184] The first determining module 71 is used to obtain the location information of the user in the vehicle.

[0185] The second determining module 72 is configured to determine a target location based on the location information of the user in the vehicle.

[0186] In some optional embodiments, the first determination module 71 is specifically used to: obtain an image captured by a camera inside the vehicle; and determine the location information of the user inside the vehicle based on the image.

[0187] In some optional embodiments, the first determination module 71 is specifically configured to determine the location information of the user in the vehicle based on at least one of images, voice, and seat sensor data in the vehicle.

[0188] FIG17 is a schematic structural diagram of a device for controlling in-vehicle noise according to another exemplary embodiment of the present disclosure.

[0189] In some optional embodiments, as shown in FIG17 , the apparatus of the embodiment of the present disclosure further includes:

[0190] The third determining module 81 is configured to obtain a target filter coefficient of a filter corresponding to a target position, and use the target filter coefficient as control information.

[0191] FIG18 is a schematic structural diagram of a device for controlling in-vehicle noise according to yet another exemplary embodiment of the present disclosure.

[0192] In some optional embodiments, the third determining module 81 includes:

[0193] The second processing unit 811 is configured to determine a current filter coefficient based on the previous filter coefficient of the filter corresponding to the previous time frame of the first excitation signal, the previous reference signal, and the previous error sound signal collected by the sound sensor at the target location. The previous reference signal is obtained based on the previous excitation signal and the secondary path transfer function between the in-vehicle sound player and the target location. The secondary path transfer function is obtained by modeling the secondary path between the in-vehicle sound player and the target location. The current filter coefficient is used as the target filter coefficient.

[0194] In some optional embodiments, the second processing unit 811 is specifically configured to:

[0195] Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, an active noise control algorithm is used to determine the current filter coefficient.

[0196] In some optional embodiments, the second processing unit 811 is specifically configured to:

[0197] Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, the previous filter coefficient is updated using a preset iterative rule to obtain the current filter coefficient.

[0198] In some optional embodiments, the target position includes the sound sensor position corresponding to at least one user in the vehicle. The second processing unit 811 is specifically configured to:

[0199] Acquire a previous error sound signal corresponding to each sound sensor; and determine a current filter coefficient based on a previous filter coefficient, a previous reference signal, and a previous error sound signal corresponding to each sound sensor.

[0200] FIG19 is a schematic structural diagram of a device for controlling in-vehicle noise provided by yet another exemplary embodiment of the present disclosure.

[0201] In some optional embodiments, as shown in FIG19 , the third determining module 81 includes:

[0202] The third processing unit 812 is configured to use the pre-obtained filter coefficients of the filter corresponding to the target position as target filter coefficients.

[0203] In some optional embodiments, the third determination module 81 may include a second processing unit 811 and a third processing unit 812, so that the third determination module can support determining the second excitation signal based on a pre-acquired fixed filter, and can also support determining the second excitation signal based on an online adaptive filter, thereby providing two noise control methods for the user. The specific noise control method to be used can be selected by the user, or the noise control method to be used can be automatically selected based on the selection conditions pre-set by the user. For example, the user can set different noise control methods for different time periods, different noise control methods for different vehicle speeds, etc. For example, when the vehicle speed is above a certain threshold, the noise control method of the adaptive filter is used, and when the vehicle speed is below a certain threshold, the noise control method of the fixed filter is used. Specific limitations are not given.

[0204] In some optional embodiments, the third determining module 81 further includes: a fourth processing unit 813 .

[0205] The fourth processing unit 813 is configured to obtain the filter coefficient of the filter corresponding to the target position by:

[0206] Obtain a first reference excitation signal corresponding to at least one time frame of an external audio player. Based on each first reference excitation signal and the filter coefficients to be updated, determine a second reference excitation signal for an internal audio player corresponding to each first reference excitation signal. Based on each first reference excitation signal and the second reference excitation signal corresponding to each first reference excitation signal, obtain an error sound signal at a target location corresponding to each first reference excitation signal. Based on each first reference excitation signal and the error sound signal corresponding to each first reference excitation signal, update the filter coefficients to be updated using an active noise control algorithm to obtain the filter coefficients.

[0207] In some optional embodiments, the fourth processing unit 813 is specifically configured to:

[0208] For each time frame of a first reference excitation signal, the first reference excitation signal is transmitted to an external audio player, causing the external audio player to play a first reference sound signal corresponding to the first reference excitation signal. A second reference excitation signal corresponding to the first reference excitation signal is transmitted to an internal audio player, causing the internal audio player to play a second reference sound signal corresponding to the second reference excitation signal. An error sound signal between the first reference sound signal and the second reference sound signal is collected at the target location using a sound sensor at the target location.

[0209] In some optional embodiments, the fourth processing unit 813 is specifically configured to:

[0210] For each time frame, the first reference excitation signal is converted into a first reference signal based on a secondary path transfer function between the in-vehicle audio player and the target location. Based on the first reference signal and the error sound signal corresponding to each first reference excitation signal, an active noise control algorithm is used to update the filter coefficients to obtain the filter coefficients.

[0211] The secondary path transfer function is obtained by modeling the secondary path between the in-car sound player and the target location.

[0212] In some optional embodiments, there are multiple in-car audio players. The first processing module 62 is specifically configured to:

[0213] Based on the first excitation signal and the control information corresponding to each in-vehicle audio player, a second excitation signal corresponding to each in-vehicle audio player is determined.

[0214] The beneficial technical effects corresponding to the exemplary embodiment of this device can be found in the corresponding beneficial technical effects of the above exemplary method part, which will not be repeated here.

[0215] Exemplary electronic devices

[0216] FIG20 is a structural diagram of an electronic device provided by an embodiment of the present disclosure, which includes at least one processor 11 and a memory 12 .

[0217] The processor 11 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.

[0218] The memory 12 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Non-volatile memory may include, for example, read-only memory (ROM), a hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may execute the one or more computer program instructions to implement the methods and / or other desired functions of the various embodiments of the present disclosure described above.

[0219] In one example, the electronic device 10 may further include an input device 13 and an output device 14 , and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0220] The input device 13 may also include, for example, a keyboard, a mouse, etc.

[0221] The output device 14 can output various information to the outside, and may include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, and the like.

[0222] Of course, for simplicity, FIG20 only shows some of the components of the electronic device 10 related to the present disclosure, omitting components such as buses, input / output interfaces, etc. In addition, the electronic device 10 may further include any other appropriate components according to specific application scenarios.

[0223] Exemplary computer program products and computer-readable storage media

[0224] In addition to the above methods and devices, embodiments of the present disclosure may also provide a computer program product, including computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the methods of various embodiments of the present disclosure described in the above “Exemplary Methods” section.

[0225] The computer program product may be written in any combination of one or more programming languages ​​to implement the operations of the disclosed embodiments, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as C or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a stand-alone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0226] In addition, an embodiment of the present disclosure may also be a computer-readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the processor executes the steps in the method of various embodiments of the present disclosure described in the above “Exemplary Method” section.

[0227] Computer readable storage media can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium is, for example, but not limited to, a system, device or component comprising electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination thereof. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0228] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, the advantages, strengths, and effects mentioned in this disclosure are merely illustrative and not restrictive, and should not be considered as essential to each embodiment of the present disclosure. Furthermore, the specific details disclosed above are provided for illustrative purposes and to facilitate understanding, rather than as limitations. These details do not limit the present disclosure to necessarily being implemented using these specific details.

[0229] Those skilled in the art may make various changes and modifications to the present disclosure without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is intended to include these modifications and variations.

Claims

1. A method for controlling noise in a vehicle, comprising: Acquire a first excitation signal corresponding to an external sound player; Determining a second excitation signal corresponding to an in-vehicle sound player based on the first excitation signal and control information corresponding to a target position in the vehicle; Transmitting the first excitation signal to the external sound player so that the external sound player plays a first sound signal corresponding to the first excitation signal; transmitting the second excitation signal to the in-vehicle sound player, so that the in-vehicle sound player plays a second sound signal corresponding to the second excitation signal; The control information is used to enable the signal of the second sound signal at the target position to at least cancel a portion of the noise signal of the first sound signal at the target position.

2. The method according to claim 1, further comprising: Obtaining a target filter coefficient of a filter corresponding to the target position; The target filter coefficient is used as the control information.

3. The method according to claim 2, wherein: The obtaining a target filter coefficient of a filter corresponding to the target position includes: Determine a current filter coefficient based on a previous filter coefficient of a filter corresponding to a previous time frame of the first excitation signal, a previous reference signal, and a previous error sound signal collected by a sound sensor at the target position; the previous reference signal is obtained based on a previous excitation signal and a secondary path transfer function between the in-car sound player and the target position; the secondary path transfer function is obtained by modeling a secondary path between the in-car sound player and the target position; The current filter coefficient is used as the target filter coefficient.

4. The method according to claim 3, wherein: The determining of the current filter coefficient based on the previous filter coefficient of the filter corresponding to the previous time frame of the first excitation signal, the previous reference signal, and the previous error sound signal collected by the sound sensor at the target position includes: Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, an active noise control algorithm is used to determine the current filter coefficient.

5. The method according to claim 4, wherein: The determining the current filter coefficient by using an active noise control algorithm based on the previous filter coefficient, the previous reference signal and the previous error sound signal comprises: Based on the previous filter coefficient, the previous reference signal and the previous error sound signal, the previous filter coefficient is updated using a preset iteration rule to obtain the current filter coefficient.

6. The method according to claim 3, wherein: The target position includes at least one sound sensor position corresponding to each user in the vehicle; The determining of the current filter coefficient based on the previous filter coefficient of the filter corresponding to the previous time frame of the first excitation signal, the previous reference signal, and the previous error sound signal collected by the sound sensor at the target position includes: Acquire the previous error sound signal corresponding to each of the sound sensors; The current filter coefficient is determined based on the previous filter coefficient, the previous reference signal, and the previous error sound signal corresponding to each of the sound sensors.

7. The method according to claim 2, wherein: The obtaining a target filter coefficient of a filter corresponding to the target position includes: The filter coefficients of the filter corresponding to the target position obtained in advance are used as the target filter coefficients.

8. The method according to claim 7, wherein: The filter coefficients are obtained in the following manner: Acquire a first reference excitation signal of at least one time frame corresponding to an external vehicle sound player; Based on each of the first reference excitation signals and the filter coefficient to be updated, determining a second reference excitation signal of the in-vehicle sound player corresponding to each of the first reference excitation signals; Based on each of the first reference excitation signals and the second reference excitation signals respectively corresponding to each of the first reference excitation signals, Taking the error sound signals at the target positions corresponding to the first reference excitation signals respectively; Based on each of the first reference excitation signals and the error sound signals respectively corresponding to each of the first reference excitation signals, an active noise control algorithm is used to update the filter coefficient to be updated to obtain the filter coefficient.

9. The method according to claim 8, wherein: The acquiring, based on each of the first reference excitation signals and the second reference excitation signals respectively corresponding to each of the first reference excitation signals, the error sound signals at the target positions respectively corresponding to each of the first reference excitation signals, comprises: For each time frame of the first reference excitation signal, transmitting the first reference excitation signal to the external vehicle sound player, so that the external vehicle sound player plays the first reference sound signal corresponding to the first reference excitation signal; transmitting the second reference excitation signal corresponding to the first reference excitation signal to the in-vehicle sound player, so that the in-vehicle sound player plays the second reference sound signal corresponding to the second reference excitation signal; Based on the sound sensor at the target position, the error sound signal of the first reference sound signal and the second reference sound signal at the target position is collected.

10. The method according to claim 8, wherein: The method of updating the filter coefficient to be updated by using an active noise control algorithm based on each of the first reference excitation signals and the error sound signal respectively corresponding to each of the first reference excitation signals to obtain the filter coefficient includes: For each time frame of the first reference excitation signal, converting the first reference excitation signal into a first reference signal based on a secondary path transfer function between the in-car sound player and the target position; Based on the first reference signals and the error sound signals respectively corresponding to the first reference excitation signals, an active noise control algorithm is used to update the filter coefficients to be updated, so as to obtain the filter coefficients.

11. The method according to any one of claims 1 to 10, wherein: The determining, based on the first excitation signal and the control information corresponding to the target position in the vehicle, a second excitation signal corresponding to the in-vehicle sound player includes: Based on the control information, determining a filter corresponding to the first excitation signal; Based on the filter, the first excitation signal is filtered to obtain the second excitation signal.

12. The method according to any one of claims 1 to 10, wherein: The number of the in-car audio players is multiple; The determining, based on the first excitation signal and the control information corresponding to the target position in the vehicle, a second excitation signal corresponding to the in-vehicle sound player includes: Based on the first excitation signal and the control information corresponding to each of the in-vehicle audio players, the second excitation signal corresponding to each of the in-vehicle audio players is determined.

13. The method according to any one of claims 1 to 10, wherein: Also includes: Get the location information of the user in the car; The target position is determined based on the position information of the user in the vehicle.

14. A device for controlling noise in a vehicle, comprising: An acquisition module, used for acquiring a first excitation signal corresponding to an external sound player; A first processing module, configured to determine a second excitation signal corresponding to an in-vehicle sound player based on the first excitation signal and control information corresponding to a target position in the vehicle; A first transmission module, configured to transmit the first excitation signal to the external sound player, so that the external sound player plays a first sound signal corresponding to the first excitation signal; A second transmission module, used for transmitting the second excitation signal to the in-vehicle sound player, so that the in-vehicle sound player plays a second sound signal corresponding to the second excitation signal; The control information is used to enable a signal of the second sound signal at a target position in the vehicle to at least cancel a portion of a noise signal of the first sound signal at the target position.

15. A computer-readable storage medium storing a computer program, wherein the computer program is used to execute the method for controlling vehicle interior noise according to any one of claims 1 to 13.

16. An electronic device, comprising: processor; a memory for storing instructions executable by the processor; The processor is used to read the executable instructions from the memory and execute the instructions to implement the method for controlling vehicle interior noise according to any one of claims 1 to 13.

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