Sound control method and apparatus, terminal device, medium and product

Abstract

A sound control method, a control apparatus, an electronic apparatus, a terminal device, a computer-readable storage medium and a computer program product. The method comprises: (1) acquiring target cockpit area information; and (2) on the basis of a drive signal, controlling a loudspeaker array of a terminal device to play audio data to be played.

Description

Sound control methods, devices, terminal equipment, media and products

[0001] Priority information

[0002] This disclosure requests priority and benefits from patent application No. 202411554565.4, filed with the China National Intellectual Property Administration on October 31, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a voice control method, control device, electronic device, terminal equipment, computer-readable storage medium, and computer program product. Background Technology

[0004] In related technologies, to avoid noise caused by the simultaneous playback of multiple audio signals in the cabin, the volume of one or more audio signals can be reduced to highlight the audio signals whose volume is not reduced. However, for multiple users in different areas of the cabin, users in different areas may expect to listen to different audio signals, and reducing the volume of any audio signal will interfere with the audio listening experience of users in at least one area, thereby affecting the user's driving experience. Summary of the Invention

[0005] This disclosure provides a voice control method, control device, electronic device, terminal equipment, computer-readable storage medium, and computer program product.

[0006] This disclosure provides a voice control method applied to a terminal device, the method comprising:

[0007] Obtain target cockpit area information;

[0008] According to the drive signal, the speaker array of the terminal device is controlled to play the audio data to be played;

[0009] The target cockpit area information is used to identify the cockpit area in the cockpit space of the terminal device that corresponds to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array.

[0010] Thus, in this embodiment of the disclosure, the speaker array can be controlled to play audio data according to the drive signal determined by the target cabin area information and the speaker array, so that the playback effect of the audio data can match the cabin area identified by the target cabin area information to a certain extent. This can meet the audio listening needs of users in different cabin areas of the terminal device to a certain extent, and realize independent audio playback in different cabin areas to a certain extent, so that the user's audio listening experience and driving experience can be guaranteed.

[0011] In some embodiments of this disclosure, the target cockpit area information is used to identify a first cockpit area in the cockpit space that can hear the audio data to be played and a second cockpit area that cannot hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cockpit area and the second cockpit area is greater than or equal to a preset threshold.

[0012] Thus, in this embodiment of the disclosure, by controlling the speaker array to play the audio data to be played through the drive signal so that the sound pressure level contrast between the first cabin area and the second cabin area is greater than or equal to a preset threshold, the user in the first cabin area can hear the audio data to be played, while the user in the second cabin area has difficulty hearing the audio data to be played. This further satisfies the audio listening needs of different users in the cabin space and further improves the independent audio playback effect of different cabin areas. The user's audio listening experience and driving experience can be further guaranteed.

[0013] In some embodiments of this disclosure, the target cabin area information is used to identify a first cabin area in the cabin space that can hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cabin area and other areas in the cabin is greater than or equal to a preset threshold.

[0014] Thus, in this embodiment of the disclosure, by controlling the speaker array to play the audio data to be played through the drive signal so that the sound pressure level contrast between the first cabin area and other cabin areas is greater than or equal to a preset threshold, the user in the first cabin area can hear the audio data to be played, while the user in other cabin areas has difficulty hearing the audio data to be played. This further satisfies the audio listening needs of different users in the cabin space and further improves the independent audio playback effect of different cabin areas. The user's audio listening experience and driving experience can be further guaranteed.

[0015] In some embodiments of this disclosure, the preset threshold value range is [12, 26], and the unit is A-weighted sound pressure level.

[0016] In some embodiments of this disclosure, the drive signal is determined based on the target cockpit area information and the electroacoustic transfer function matrix corresponding to the speaker array.

[0017] Thus, in this embodiment of the disclosure, the driving signal can be determined by the electroacoustic transfer function matrix corresponding to the speaker array and the target cockpit area information, and the reliability of the driving signal can be guaranteed.

[0018] In some embodiments of this disclosure, the method further includes:

[0019] The initial values ​​of the drive parameters are determined based on the target cockpit area information and the electroacoustic transfer function matrix.

[0020] The driving parameters are updated based on the initial values ​​to obtain the driving signal.

[0021] Thus, in this embodiment of the disclosure, the initial value of the driving parameters can be determined, and the driving parameters can be updated according to the initial value to obtain the driving signal. This makes the driving signal used to control the speaker array a value obtained by updating the initial value of the driving parameters, rather than the initial value of the driving parameters obtained by directly solving the electroacoustic transfer function matrix and the target cockpit area information. This, to a certain extent, ensures the reliability of the driving signal.

[0022] In some embodiments of this disclosure, the step of updating the driving parameters includes:

[0023] If the preset update termination condition is not met, the function value of the proxy function and the signal value of the driving parameter in the current update round are determined based on the electroacoustic transfer function matrix, the function value of the proxy function in the previous update round, and the signal value of the driving parameter.

[0024] If the update termination condition is met, the drive signal is determined based on the signal value of the drive parameter determined in the last update round;

[0025] In the first update cycle, the signal value of the drive parameter is the initial value, and the proxy function is constructed based on the target cockpit area information, the electroacoustic transfer function matrix, the drive parameter, and the preset first regularization parameter.

[0026] Thus, in this embodiment of the disclosure, the function value of the surrogate function and the signal value of the driving parameter in the current update round can be determined based on the electroacoustic transfer function matrix, the function value of the surrogate function determined in the previous update round, and the signal value of the driving parameter determined in the last update round when the preset update termination condition is met. In this way, the final driving signal can be determined based on the signal value of the driving parameter determined in the last update round, and the multi-round update of the driving parameter can be realized.

[0027] In some embodiments of this disclosure, the update termination condition is met when the current update round is a preset round.

[0028] In some embodiments of this disclosure, the update termination condition is met when the parameter value error of the current update cycle is greater than or equal to a preset threshold. The parameter value error of the current update cycle is determined based on the signal value of the driving parameter of the current update cycle and the signal value of the driving parameter of the previous update cycle.

[0029] In some embodiments of this disclosure, determining the initial values ​​of the drive parameters based on the target cockpit area information and the electroacoustic transfer function matrix includes:

[0030] Solve for the driving parameters in the cost function to determine the initial values;

[0031] The cost function is constructed based on the electroacoustic transfer function matrix, the target cockpit area information, the drive parameters, and a preset second regularization parameter.

[0032] Thus, in this embodiment of the disclosure, the cost function constructed based on the electroacoustic transfer function matrix, target cockpit area information, drive parameters, and preset second regularization parameters can be solved to obtain the initial values ​​of the drive parameters.

[0033] In some embodiments of this disclosure, the cost function is solved using the least mean square optimization method.

[0034] In some embodiments of this disclosure, the method further includes:

[0035] When the speaker array is controlled by a preset drive signal to play preset audio data, the sound pressure information of the sound field control point in the cabin space is obtained;

[0036] The electroacoustic transfer function matrix is ​​determined based on the preset driving signal and the sound pressure information of the sound field control point.

[0037] Thus, in this embodiment of the present disclosure, the sound pressure information of the sound field control point in the cabin space when the speaker array plays preset audio data can be obtained, and the electroacoustic transfer function matrix can be determined based on the preset audio data and the sound pressure information of the sound field control point.

[0038] In some embodiments of this disclosure, the loudspeaker array includes a plurality of loudspeakers, the sound pressure information includes sub-sound pressure information of the sound field control point when each loudspeaker plays the preset audio data, and determining the electroacoustic transfer function matrix based on the preset driving signal and the sound pressure information of the sound field control point includes:

[0039] The acoustic transfer function of the loudspeaker is determined based on the preset driving signal and the sub-sound pressure information.

[0040] The electroacoustic transfer function matrix is ​​determined based on the acoustic transfer function of each loudspeaker.

[0041] Thus, in this embodiment of the disclosure, the acoustic transfer function of the loudspeaker can be determined based on the preset audio data and the sub-sound pressure information, and the electroacoustic transfer function matrix can be determined based on the acoustic transfer function of each loudspeaker.

[0042] In some embodiments of this disclosure, obtaining the target cockpit area information includes:

[0043] The target cabin area information is determined based on the type of the audio data to be played, wherein the audio data to be played includes entertainment audio and navigation audio.

[0044] Thus, in this embodiment of the disclosure, the target cockpit area information can be determined based on the type of audio data to be played.

[0045] In some embodiments of this disclosure, obtaining the target cockpit area information includes:

[0046] The target cockpit area information is determined based on the source of the playback command for the audio data to be played.

[0047] Thus, in this embodiment of the disclosure, the target cockpit area information can be determined based on the source of the playback command for the audio data to be played.

[0048] This disclosure provides a control device, including:

[0049] The transceiver unit is configured to acquire target cockpit area information.

[0050] The processing unit is configured to control the speaker array of the terminal device to play audio data to be played according to the drive signal;

[0051] The target cockpit area information is used to identify the cockpit area in the cockpit space of the terminal device that corresponds to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array.

[0052] This disclosure provides an electronic device including a memory and a processor. The memory stores a computer program, which, when executed by the processor, implements the aforementioned voice control method.

[0053] This disclosure provides a terminal device, including the control device described above, or including the electronic device described above.

[0054] This disclosure provides a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the aforementioned voice control method.

[0055] This disclosure provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the aforementioned sound control method.

[0056] The control device, electronic device, terminal equipment, computer-readable storage medium, and computer program product provided in this disclosure can control the speaker array to play audio data according to the drive signal determined by the target cabin area information and the speaker array, so that the playback effect of the audio data can match the cabin area identified by the target cabin area information to a certain extent. This can meet the audio listening needs of users in different cabin areas to a certain extent, and realize independent audio playback in different cabin areas to a certain extent, thus ensuring the user's audio listening experience and driving experience.

[0057] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0058] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0059] Figure 1 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0060] Figure 2 is a schematic diagram of application scenarios in some embodiments of this disclosure;

[0061] Figure 3 is a schematic diagram of application scenarios in some embodiments of this disclosure;

[0062] Figure 4 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0063] Figure 5 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0064] Figure 6 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0065] Figure 7 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0066] Figure 8 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0067] Figure 9 is a flowchart illustrating the sound control method in some embodiments of this disclosure;

[0068] Figure 10 is a schematic diagram showing the changes in the mean square error index in some embodiments of this disclosure;

[0069] Figure 11 is a schematic diagram showing the changes in contrast index in some embodiments of this disclosure. Detailed Implementation

[0070] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0071] As vehicles become increasingly intelligent, the types of audio signals in in-vehicle systems are also increasing, including music, navigation prompts, turn signals, and alarm sounds. Understandably, when multiple audio signals are played simultaneously, creating a multi-sound environment within the cabin, these sounds can become mixed and degenerate into noise. Furthermore, prolonged mixing of these sounds can significantly impact the driving and riding experience for passengers.

[0072] To improve the noise problem when multiple audio signals are played in the car, one solution is a multi-audio playback scheme based on audio signal playback strategy. Specifically, the scheme can set the priority of each audio signal and determine the current focus audio signal, so as to selectively suppress one or more types of sounds in the cabin space according to the priority of each audio signal and the current focus audio signal.

[0073] Specifically, when navigation audio signals and music audio signals are played simultaneously, if the current focus audio signal is the navigation audio signal, the volume of the music audio signal can be reduced to make the navigation audio signal stand out. Alternatively, when navigation audio signals and alarm audio signals are played simultaneously, since the alarm audio signal has a higher priority than the navigation audio signal, the volume of the navigation audio signal can be reduced to make the alarm audio signal stand out.

[0074] However, it is understandable that in a cockpit with multiple users, each listening to a different audio signal, any reduction in the volume of any audio signal will interfere with the audio listening of at least one user.

[0075] For example, if the driver (i.e., the user in the driver's seat) wants to hear navigation prompts while the passenger (i.e., the user in the passenger seat) wants to hear music, lowering the volume of the navigation prompts will affect the driver, while lowering the volume of the music will affect the passenger.

[0076] Therefore, users have raised the need for independent sound environments. For example, in the above example where the driver wants to hear navigation prompts and the passenger wants to hear music, a more suitable solution would be that "the navigation prompts can only be heard by the driver in the driver's seat, and the music can only be heard by the passenger in the passenger's seat," thereby meeting the audio listening needs of different users in the car.

[0077] Based on the aforementioned potential problems, please refer to Figure 1. This disclosure provides a voice control method for a terminal device, including:

[0078] 01: Obtain target cockpit area information;

[0079] 02: Based on the drive signal, control the speaker array of the terminal device to play the audio data to be played;

[0080] Among them, the target cockpit area information is used to identify the cockpit area in the cockpit space of the terminal device that corresponds to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array.

[0081] This disclosure provides a control device. The sound control method of this disclosure can be implemented by the control device of this disclosure. Specifically, the control device includes a transceiver unit and a processing unit. The transceiver unit is configured to acquire target cockpit area information, which is used to identify the cockpit area in the cockpit space of the terminal device corresponding to the audio data to be played. The processing unit is configured to control the speaker array of the terminal device to play the audio data to be played according to a drive signal, which is determined based on the target cockpit area information and the speaker array.

[0082] This disclosure also provides an electronic device, which includes a memory and a processor. The sound control method of this disclosure can be implemented by the electronic device. Specifically, the memory stores a computer program, and the processor is used to acquire target cockpit area information and to control the speaker array of the terminal device to play audio data to be played according to a drive signal. The target cockpit area information is used to identify the cockpit area in the cockpit space of the terminal device corresponding to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array.

[0083] Specifically, sound zone control (SZC) based on speaker arrays enables the cabin space to be divided into multiple cabin zones, and can apply drive signals to the speaker array to make the speakers play audio data to the corresponding cabin zone in the terminal device.

[0084] It should be noted that, in the embodiments of this disclosure, the terminal device can be any of the following vehicles: "a car that can only drive on land," "a flying car that can fly in the air or drive on land," or "a drone with manned capabilities," etc., and can be specifically set according to the actual situation. Furthermore, to clearly illustrate the embodiments of this disclosure, the following description will use a vehicle as an example of a terminal device.

[0085] To clearly illustrate the embodiments of this disclosure, please refer to Figures 2 and 3, which are schematic diagrams of application scenarios in certain embodiments of this disclosure. The vehicle may be based on a speaker array consisting of a first speaker subarray 201 and a second speaker subarray 202, and the cabin space may be divided into a first cabin area 203 and a second cabin area 204.

[0086] Furthermore, based on the principle of sound wave superposition, the vehicle can control the sound waves emitted by each speaker in the speaker array to achieve the synthesis and reconstruction of the sound field, thereby controlling the sound pressure in different areas of the cabin. Sound pressure can be understood as the change in atmospheric pressure caused by a sound wave disturbance, that is, the residual pressure of atmospheric pressure, equivalent to the pressure change caused by a sound wave disturbance superimposed on atmospheric pressure.

[0087] For example, the vehicle can drive the individual speakers in the speaker array to make the sound pressure level higher in the first cabin area 203 and lower in the second cabin area 204, thereby enabling the user in the first cabin area 203 to clearly hear the sound emitted by all the speakers together, while making the user in the second cabin area 204 unable to hear the sound emitted by all the speakers together, or in other words, the user in the second cabin area 204 can hear a faint sound.

[0088] Based on the above, the vehicle in this embodiment of the present disclosure can obtain target cabin area information, thereby confirming the cabin area in the cabin space corresponding to the audio data to be played, and driving each speaker in the speaker array to play the audio data to be played according to the drive signal determined by the target cabin area information and the speaker array, thereby enabling users in different areas of the cabin space to hear different sounds.

[0089] Thus, in this embodiment of the disclosure, the speaker array can be controlled to play audio data according to the drive signal determined by the target cabin area information and the speaker array, so that the playback effect of the audio data can match the cabin area identified by the target cabin area information to a certain extent. This can meet the audio listening needs of users in different cabin areas to a certain extent, and achieve independent audio playback in different cabin areas to a certain extent, ensuring the user's audio listening experience and driving experience.

[0090] In some embodiments of this disclosure, target cockpit area information is used to identify a first cockpit area in the cockpit space that can hear the audio data to be played and a second cockpit area that cannot hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cockpit area and the second cockpit area is greater than or equal to a preset threshold.

[0091] Specifically, in this embodiment of the disclosure, the target cabin area information can be understood as the expected sound field or sound pressure level, used to represent the sound pressure level of the first cabin area in the cabin space where the user can clearly hear the audio after the speaker array plays audio. Simultaneously, the target cabin area information is also used to represent the sound pressure level of a second cabin area in the cabin space where the user has difficulty hearing the audio.

[0092] Furthermore, when the target cabin area information is obtained, and the first cabin area identified by the target cabin area information is a cabin area in the cabin space where the user can clearly hear the audio, and the second cabin area is another cabin area in the cabin space where the user has difficulty hearing the audio, the vehicle can drive each speaker in the speaker array to perform the playback operation of the data to be played according to the drive signal determined by the target cabin area information and the speaker array, so that the sound pressure in the first cabin area is higher than that in the second cabin area, and the sound pressure level contrast between the first cabin area and the second cabin area is greater than or equal to a preset threshold, thereby enabling the user in the first cabin area to receive the audio data to be played, while the other users in the second cabin area have difficulty hearing the audio data to be played.

[0093] For example, if the target cabin area information identifier indicates that the "cabin area in the cabin space where the audio data to be played can be heard" is the first cabin area 203 in Figure 2 or Figure 3, after the vehicle drives the speaker array according to the drive signal, the user in the first cabin area 203 can hear the audio data to be played, while the user in the second cabin area 204 will have difficulty hearing the audio data to be played.

[0094] Thus, in this embodiment of the disclosure, by controlling the speaker array to play the audio data to be played through the drive signal so that the sound pressure level contrast between the first cabin area and the second cabin area is greater than or equal to a preset threshold, the user in the first cabin area can hear the audio data to be played, while the user in the second cabin area has difficulty hearing the audio data to be played. This further satisfies the audio listening needs of different users in the cabin space and further improves the independent audio playback effect of different cabin areas. The user's audio listening experience and driving experience can be further guaranteed.

[0095] In some embodiments of this disclosure, target cockpit area information is used to identify a first cockpit area in the cockpit space that can hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cockpit area and other areas in the cockpit is greater than or equal to a preset threshold.

[0096] Specifically, in this embodiment of the disclosure, the target cabin area information can characterize a first cabin area within the cabin space capable of receiving the audio data to be played. For example, after the driver triggers an audio playback command, the vehicle can determine the driver's area as the aforementioned first cabin area, thereby obtaining the target cabin area information.

[0097] It is understandable that if the target cabin area information represents "the first cabin area in the cabin space where the audio data to be played can be heard", then all other areas in the vehicle cabin space other than the first cabin area are "cabin areas where the audio data to be played cannot be heard", which is the aforementioned second cabin area.

[0098] It is also understandable that, when the vehicle obtains target cabin area information that can characterize the first cabin area, it can control the speaker array to play audio data to be played based on the drive signal determined by the target cabin area information and the speaker array. This results in a higher sound pressure level in the first cabin area and a lower sound pressure level in other cabin areas of the vehicle. As a result, users in the first cabin area can clearly hear the sound emitted by all the speakers together, while users in "other cabin areas besides the first cabin area" cannot hear the sound emitted by all the speakers together, or in other words, can only hear a very faint sound.

[0099] For example, if the driver's area is the first cabin area, the driver can hear the audio data to be played, while the front passenger and rear passengers cannot hear the audio data to be played, or can only hear a very faint sound.

[0100] Thus, in this embodiment of the disclosure, the drive signal can be determined by the first cabin area identified by the speaker array and the target cabin area information. After the speaker array is controlled to play the audio data to be played by the drive signal, the playback effect of the audio data can meet the listening needs of the user in the first cabin area to a certain extent. This enables independent playback of audio in different cabin areas, ensuring the driving experience of users in different cabin areas.

[0101] In some embodiments of this disclosure, the preset threshold value range is [12, 26], and the unit is A-weighted sound pressure level (DBA).

[0102] In some embodiments of this disclosure, the vehicle can send the target cabin area information to a server after determining the target cabin area information. The server, based on a pre-set module or program, determines the drive signal and then sends the drive signal to the vehicle. The vehicle can then control the speaker array to play the audio data to be played based on the received drive signal.

[0103] In some embodiments of this disclosure, the vehicle can determine a drive signal based on a pre-set module or program, after determining the target cabin area information, to control the speaker array to play audio data to be played.

[0104] In some embodiments of this disclosure, the drive signal is determined based on target cockpit area information and the electroacoustic transfer function matrix corresponding to the speaker array.

[0105] It is understood that the electroacoustic transfer function matrix in the embodiments of this disclosure can be understood as the path between the loudspeaker and the microphone, and can describe the sound signal (such as sound pressure) of each cabin area in the cabin space when the loudspeaker array receives the driving signal input and emits sound. In other words, the electroacoustic transfer function matrix in the embodiments of this disclosure can describe the mapping relationship between "the magnitude of the driving signal" and "the sound signal of each cabin area in the cabin space when the loudspeaker array receives the driving signal input and emits sound".

[0106] It is also understood that the specific form of the electroacoustic transfer function matrix corresponding to the speaker array can be set according to the actual situation. For example, in some embodiments of this disclosure, for a cabin space divided into K cabin areas, the electroacoustic transfer function matrix corresponding to a speaker array including N speakers can be referred to formula (1), that is: G=[G1,G2,…,G K (1)

[0107] In the formula, G represents the electroacoustic transfer function matrix, G1 represents the electroacoustic transfer function submatrix of the loudspeaker array for the first cockpit region, G2 represents the electroacoustic transfer function submatrix of the loudspeaker array for the first cockpit region, and G... K This represents the electroacoustic transfer function submatrix of the speaker array for the Kth cockpit region.

[0108] Furthermore, let k∈[1,K], then the electroacoustic transfer function submatrix G of the loudspeaker array for the k-th cabin region is... k As shown in formula (2), that is:

[0109] In the formula, f k11 f represents the electroacoustic transfer function of the first loudspeaker with respect to the first sound field control point in the k-th cockpit region. k12f represents the electroacoustic transfer function of the second loudspeaker with respect to the first sound field control point in the k-th cockpit region. k1N f represents the electroacoustic transfer function of the Nth loudspeaker with respect to the first sound field control point in the kth cockpit area. k21 f represents the electroacoustic transfer function of the first loudspeaker with respect to the second sound field control point in the k-th cockpit region. k22 f represents the electroacoustic transfer function of the second loudspeaker with respect to the second sound field control point in the k-th cockpit region. k2N f represents the electroacoustic transfer function of the Nth loudspeaker with respect to the second sound field control point in the kth cockpit area. kM1 f represents the electroacoustic transfer function of the first loudspeaker with respect to the Mth sound field control point in the kth cockpit region. kM2 f represents the electroacoustic transfer function of the second loudspeaker with respect to the Mth sound field control point in the kth cockpit region. kMN This represents the electroacoustic transfer function of the Nth loudspeaker for the Mth sound field control point in the kth cabin area.

[0110] Furthermore, let m∈[1,M] and n∈[1,N], then the electroacoustic transfer function f of the nth loudspeaker for the mth sound field control point in the kth cabin region is... kmn As shown in formula (3), that is:

[0111] In the formula, X n Y represents the sub-drive signal received by the nth speaker. kmn This represents the sound signal collected at the m-th sound field control point in the k-th cabin area when the n-th speaker emits sound.

[0112] It is understood that the sound field control point in the embodiments of this disclosure can be understood as an equivalent representation of the human ear, and therefore, the parameter Y in formula (3) kmn It can be equivalent to the data representation of the sound heard by the user at the "mth sound field control point in the kth cockpit area" when the nth speaker emits sound.

[0113] Furthermore, let the driving signal be D, then the driving signal D in this embodiment can be characterized by formula (4), that is: D=[d1,d2,…,d K (4)

[0114] In the formula, d1 represents the sub-drive signal of the speaker array for the first cockpit area, d2 represents the sub-drive signal of the speaker array for the first cockpit area, and d K This represents the sub-drive signal of the speaker array for the Kth cockpit area.

[0115] Optionally, in some embodiments of this disclosure, the vehicle can, upon obtaining target cabin area information, determine the brightness of each cabin area within the cabin space based on the target cabin area information. That is, the cabin area indicated by the target cabin area information, where the audio data to be played can be heard, is defined as the bright area, while the cabin areas other than the bright areas are defined as dark areas. Furthermore, the sub-drive signal of the speaker array for the dark area is assigned a value of 0 or left blank, and the sub-drive signal of the speaker array for the bright area is calculated based on the electroacoustic transfer function distance and a pre-set value of the bright area sound signal.

[0116] For example, taking formulas (1) to (4) as examples, when the first cabin area is a dark area (i.e., the second cabin area) and the remaining cabin areas are all bright areas (i.e., the first cabin area), d1 can be assigned a value of 0 or left empty, and can be adjusted through G and u des Solve for d2, d3, d4... and d K And based on the obtained d2, d3, d4... and d... K Drive the speaker array. It's understandable that "assigning a value of 0 or setting d1 to null" and "via G and u..." des The obtained d2, d3, d4... and d K "" can be understood as the drive signal used to control the speaker array in this embodiment of the disclosure (or as the drive signal in step 02). Wherein, u des This indicates the preset sound signal value (or sound pressure) for each bright and dark zone, which is the target cabin information mentioned above.

[0117] Thus, in this embodiment of the disclosure, the driving signal can be determined by the electroacoustic transfer function matrix corresponding to the speaker array and the target cockpit area information, and the reliability of the driving signal can be guaranteed.

[0118] Referring to Figure 4, in some embodiments of this disclosure, the control method further includes:

[0119] 03: Determine the initial values ​​of the drive parameters based on the target cockpit area information and the electroacoustic transfer function matrix;

[0120] 04: Update the drive parameters based on the initial values ​​to obtain the drive signal.

[0121] The processing unit in this embodiment is further configured to determine the initial value of the drive parameters based on the target cockpit area information and the electroacoustic transfer function matrix, and to update the drive parameters based on the initial value to obtain a drive signal.

[0122] The processor in this embodiment is further configured to determine the initial value of the drive parameters based on the target cockpit area information and the electroacoustic transfer function matrix, and to update the drive parameters based on the initial value to obtain a drive signal.

[0123] Specifically, in this embodiment of the disclosure, the initial values ​​of the drive parameters can be determined by the target cockpit area information and the electroacoustic transfer function matrix, and then the drive parameters can be updated based on the initial values ​​to obtain the final drive signal.

[0124] Taking formulas (1) to (4) above as examples, embodiments of this disclosure can utilize the u-shaped structure represented or indicated by the target cockpit area information. des And the electroacoustic transfer function matrix G, solve for the initial value D0, and determine the new D1, D2, D3, etc. based on D0, and then use the last determined D last As the final driving signal.

[0125] Thus, in this embodiment of the disclosure, the initial value of the driving parameters can be determined, and the driving parameters can be updated according to the initial value to obtain the driving signal. This makes the driving signal used to control the speaker array a value obtained by updating the initial value of the driving parameters, rather than the initial value of the driving parameters obtained by directly solving the electroacoustic transfer function matrix and the target cockpit area information. This, to a certain extent, ensures the reliability of the driving signal.

[0126] Please refer to Figure 5. In some embodiments of this disclosure, the step of updating the driving parameters includes:

[0127] 05: If the preset update termination condition is not met, determine the function value of the proxy function and the signal value of the driving parameter in the current update round based on the electroacoustic transfer function matrix, the function value of the proxy function in the previous update round, and the signal value of the driving parameter.

[0128] 06: If the update termination condition is met, determine the drive signal based on the signal value of the drive parameter determined in the last update round;

[0129] In the first update cycle, the signal value of the drive parameter is the initial value, and the proxy function is constructed based on the target cockpit area information, the electroacoustic transfer function matrix, the drive parameters, and the preset first regularization parameter.

[0130] The processing unit in this embodiment is configured to, when the preset update termination condition is not met, determine the function value of the proxy function and the signal value of the drive parameter in the current update round based on the electroacoustic transfer function matrix, the function value of the proxy function in the previous update round, and the signal value of the drive parameter; and when the update termination condition is met, determine the drive signal based on the signal value of the drive parameter determined in the last update round. The signal value of the drive parameter in the first update round is the initial value. The proxy function is constructed based on the target cockpit area information, the electroacoustic transfer function matrix, the drive parameter, and the preset first regularization parameter.

[0131] The processor in this embodiment is further configured to, when the preset update termination condition is not met, determine the function value of the proxy function and the signal value of the drive parameter in the current update round based on the electroacoustic transfer function matrix, the function value of the proxy function in the previous update round, and the signal value of the drive parameter; and to, when the update termination condition is met, determine the drive signal based on the signal value of the drive parameter determined in the last update round, wherein the signal value of the drive parameter in the first update round is the initial value, and the proxy function is constructed based on the target cockpit area information, the electroacoustic transfer function matrix, the drive parameter, and the preset first regularization parameter.

[0132] Understandably, the main performance indicators of Sound Zone Control (SZC) include the sound contrast of the reconstructed sound field, the root mean square error of the sound pressure level in the sound field, and the sound field distortion in the controlled area.

[0133] It is also understandable that feasible solutions for sound zone control include sound zone control based on PM (Pressure Matching) and sound zone control based on ACC (Acoustic Contrast Control).

[0134] It is also understandable that in PM-based sound zoning control, the reconstructed sound field has less distortion but greater sound contrast between bright and dark areas, resulting in uneven sound pressure distribution between them. Conversely, in ACC-based sound zoning control, the reconstructed sound field has greater distortion but less sound contrast between bright and dark areas.

[0135] Furthermore, for ACC-based sound zone control, when there are more than two controlled areas (such as the cabin area in the embodiments of this disclosure), the calculations are complex and require high precision in the speaker array parameters. At the same time, because this method aims to optimize the sound contrast between bright and dark areas, there is a problem of uneven sound pressure distribution in the reconstructed area.

[0136] Furthermore, regarding PM-based sound zoning control, since the sound field in the cabin space is quite complex, in order to achieve a good in-vehicle sound field zoning effect, it is necessary to continuously adjust the regularization parameters in the algorithm, which is quite complex, and there are cases where the sound contrast between bright and dark areas is low.

[0137] Furthermore, to improve the sound field reconstruction effect within the cabin space achievable by PM-based sound zoning control, this disclosure proposes a PM-MM (Pressure Matching-Majorization Minimization)-based sound zoning control, as detailed in formula (5): J′(D|v h )=‖GD-v h ||2 +λ‖D‖ 2 (5)

[0138] In the formula, J'(D|v h ) represents the cost function, G is the electroacoustic transfer function matrix corresponding to the loudspeaker array, D is the driving parameter, and v h For the proxy function in the h-th update round, ||GD-v h ‖ represents GD-V h The L2 norm of D is given by λ, which is the preset first regularization parameter, and ||D|| represents the L2 norm of D.

[0139] Furthermore, v h See formula (6), that is: v h =|u des |e jθ ,θ=angle(GD h (6)

[0140] In the formula, u des The preset acoustic signal value of the bright area represented by the target cockpit area information, |u des |Represents u de The L1 norm of the loudspeaker array is given by θ, which represents the direction of sound propagation from the loudspeaker array.

[0141] Solving formula (5) based on MM (Majorization Minimization) yields: D h+1 =argminJ′(D h |v h )=(G′G+λI) -1 G′v h (7)

[0142] In the formula, I represents the identity matrix.

[0143] Based on the above formulas (6) and (7) and the pre-set iteration termination condition (i.e., update termination condition), execute v h and D h Multiple rounds of updates. When the update termination condition is met, the last calculated D is... h This is determined as the final drive signal.

[0144] It is understandable that in the first update round, D1 and v1 can be determined by the initial value D0 of the previously determined driving parameters, as detailed in formulas (8), (9) and (10), i.e.: v0=|u des |e jθ,θ=angle(GD0) (8) D1=argminJ(D0,v0)=(G′G+λI) -1 G′v0 (9) v1=|u des |e jθ ,θ=angle(GD1) (10)

[0145] Formula (8) can be understood as the initialization of the proxy function v, and formulas (9) and (10) can be understood as the update of the proxy function v and the driving parameter D in the first update round.

[0146] It is also understood that the update termination condition in the embodiments of this disclosure is set according to actual conditions. For example, the update termination condition may be that the number of updates has reached the upper limit. That is, in some embodiments of this disclosure, the update termination condition is met when the current update round is a preset round.

[0147] Specifically, assuming that in the h-th update round, when D for this round is calculated... h Then, if h equals the preset h max When, then D h This is determined as the final drive signal.

[0148] For example, the update termination adjustment can be due to the excessive difference in signal parameters between the two rounds. That is, in some embodiments of this disclosure, the update termination condition is met when the parameter value error of the current update round is greater than or equal to a preset threshold. The parameter value error of the current update round is determined based on the signal value of the driving parameter of the current update round and the signal value of the driving parameter of the previous update round.

[0149] Specifically, assuming that in the h-th update round, when D for this round is calculated... h After that, D in this round h Compared to the previous round D h-1 The difference is greater than or equal to the preset threshold DIFF target Then D h This is determined to be the final drive signal. Among them, "D" h Compared to the previous round D h-1 The difference can be determined using the difference of squares formula or other difference formulas.

[0150] Additionally, it should be noted that in the embodiments disclosed herein, the driving parameter can be understood as the variable D in the calculation process, and the driving signal can be understood as the final numerical result of D after multiple rounds of updates.

[0151] Thus, in this embodiment of the disclosure, the function value of the surrogate function and the signal value of the driving parameter in the current update round can be determined based on the electroacoustic transfer function matrix, the function value of the surrogate function determined in the previous update round, and the signal value of the driving parameter determined in the last update round when the preset update termination condition is met. In this way, the final driving signal can be determined based on the signal value of the driving parameter determined in the last update round, and the multi-round update of the driving parameter can be realized.

[0152] In some embodiments of this disclosure, step 03 includes:

[0153] Solve for the driving parameters in the cost function to determine the initial values;

[0154] The cost function is constructed based on the electroacoustic transfer function matrix, target cockpit area information, drive parameters, and preset second regularization parameters.

[0155] The processing unit in this embodiment is configured to solve for the driving parameters in the cost function to determine the initial values. The cost function is constructed based on the electroacoustic transfer function matrix, target cockpit area information, driving parameters, and a preset second regularization parameter.

[0156] The processor in this embodiment is also used to solve the driving parameters in the cost function to determine the initial values. The cost function is constructed based on the electroacoustic transfer function matrix, target cockpit area information, driving parameters, and a preset second regularization parameter.

[0157] Specifically, embodiments of this disclosure can obtain the initial values ​​of the driving parameters by constructing a cost function for the driving parameters and solving the cost function.

[0158] Optionally, in some embodiments of this disclosure, the cost function constructed based on the electroacoustic transfer function matrix, target cockpit area information, drive parameters, and preset second regularization parameters can be referred to formula (11), namely: J(D)=‖GD-u des || 2 +λ‖D‖ 2 (11)

[0159] In the formula, J(D,v) h ) represents the cost function, G is the electroacoustic transfer function matrix corresponding to the loudspeaker array, D is the driving parameter in the h-th update round, and u des The preset acoustic signal value representing the bright area characterized by the target cockpit area information. λ is the preset first regularization parameter, ||GD-u des ‖ represents GD-u des The L2 norm of D is denoted by ||D||.

[0160] It is understood that the first regularization parameter and the second regularization parameter in the embodiments of this disclosure can be the same, or in other words, λ in formula (11) in the embodiments of this disclosure can be consistent with λ in formulas (5) and (7).

[0161] It is also understood that formula (11) is the cost function in PM-based sound zoning control. It is understood that the cost function in the embodiments of this disclosure can be set and adjusted according to the actual situation, and formula (11) is only an illustrative example.

[0162] It is also understandable that the specific method for solving the driving parameter D in formula (11) can be set according to the actual situation.

[0163] For example, in some embodiments of this disclosure, the cost function is solved using the least mean square optimization method. That is, the driving parameter D in formula (11) is solved using the least mean square optimization method, specifically referring to formula (12), i.e.: D=(G′G+λI) -1 G′u des (12)

[0164] In the formula, I represents the identity matrix.

[0165] It is understandable that D obtained through formula (12) can be understood as D0 in formulas (8) and (9).

[0166] Thus, in this embodiment of the disclosure, the cost function constructed based on the electroacoustic transfer function matrix, target cockpit area information, drive parameters, and preset second regularization parameters can be solved to obtain the initial values ​​of the drive parameters.

[0167] Referring to Figure 6, in some embodiments of this disclosure, the control method further includes:

[0168] 07: Acquire sound pressure information of sound field control points in the cabin space while controlling the speaker array to play preset audio data through preset drive signals;

[0169] 08: Determine the electroacoustic transfer function matrix based on the preset driving signal and the sound pressure information of the sound field control point.

[0170] The transceiver unit of this embodiment is configured to acquire sound pressure information of sound field control points in the cabin space when a speaker array is controlled to play preset audio data via a preset drive signal. The processing unit of this embodiment is configured to determine the electroacoustic transfer function matrix based on the preset drive signal and the sound pressure information of the sound field control points.

[0171] The processor in this embodiment is further configured to acquire sound pressure information of a sound field control point in the cabin space when the speaker array is controlled to play preset audio data by a preset drive signal, and to determine an electroacoustic transfer function matrix based on the preset drive signal and the sound pressure information of the sound field control point.

[0172] Specifically, in this embodiment of the present disclosure, the vehicle can control the speakers to play preset audio data according to a preset drive signal, and collect the sound pressure of each sound field control point in the cabin space, thereby obtaining the sound pressure information of each sound field control point. Then, based on the sound pressure information of each sound field control point and the preset drive signal, the mapping relationship between the drive signal and the sound pressure information of each sound field control point is determined, which is the electroacoustic transfer function matrix.

[0173] Thus, in this embodiment of the present disclosure, the sound pressure information of the sound field control point in the cabin space when the speaker array plays preset audio data can be obtained, and the electroacoustic transfer function matrix can be determined based on the preset audio data and the sound pressure information of the sound field control point.

[0174] Please refer to Figure 7. In some embodiments of this disclosure, the speaker array includes multiple speakers, and the sound pressure information includes sub-sound pressure information of the sound field control point when each speaker plays preset audio data. Step 08 includes:

[0175] 080: Determine the acoustic transfer function of the loudspeaker based on the preset audio data and sub-sound pressure information;

[0176] 081: Determine the electroacoustic transfer function matrix based on the acoustic transfer function of each loudspeaker.

[0177] The processing unit in this embodiment is configured to determine the acoustic transfer function of a loudspeaker based on preset audio data and sub-sound pressure information, and to determine an electroacoustic transfer function matrix based on the acoustic transfer function of each loudspeaker.

[0178] The processor in this embodiment is configured to determine the acoustic transfer function of a loudspeaker based on preset audio data and sub-sound pressure information, and to determine an electroacoustic transfer function matrix based on the acoustic transfer function of each loudspeaker.

[0179] Specifically, in this embodiment of the present disclosure, each speaker can be controlled to play preset audio data one by one according to a preset driving signal, and the sound pressure of each sound field control point in the cabin space can be collected when any speaker plays preset audio data, thereby obtaining the sound pressure information of each sound field control point.

[0180] Then, based on the sound pressure information of each sound field control point when each speaker plays preset audio data, the electroacoustic transfer function of each speaker is determined.

[0181] Finally, the electroacoustic transfer function matrix of the entire loudspeaker array is constructed based on the electroacoustic transfer function of each loudspeaker.

[0182] For example, suppose the cockpit space is divided into K cockpit areas, the speaker array includes N speakers, and each cockpit area includes M sound field control points, k∈[1,K], m∈[1,M], n∈[1,N], then we have:

[0183] First, while providing a preset drive signal x' to the nth speaker to make it play preset audio data, the sound information Y of each sound field control point in each cockpit area is collected.

[0184] Next, based on the sound information Y of the m-th sound field control point in the k-th cockpit area when the n-th speaker plays preset audio data with preset drive signal x', kmn Determine the electroacoustic transfer function f of the nth loudspeaker for the mth sound field control point in the kth cockpit region. kmn ,Right now:

[0185] In the formula, X' n Y represents the sub-drive signal received by the nth speaker. kmn This represents the sound signal collected at the m-th sound field control point in the k-th cabin area when the n-th speaker emits sound.

[0186] Therefore, for the k-th cockpit region, the corresponding electroacoustic transfer function submatrix G is... k It can be represented by the following formula:

[0187] In the formula, f k11 f represents the electroacoustic transfer function of the first loudspeaker with respect to the first sound field control point in the k-th cockpit region. k12 f represents the electroacoustic transfer function of the second loudspeaker with respect to the first sound field control point in the k-th cockpit region. k1N f represents the electroacoustic transfer function of the Nth loudspeaker with respect to the first sound field control point in the kth cockpit area. k21 f represents the electroacoustic transfer function of the first loudspeaker with respect to the second sound field control point in the k-th cockpit region. k22 f represents the electroacoustic transfer function of the second loudspeaker with respect to the second sound field control point in the k-th cockpit region. k2N f represents the electroacoustic transfer function of the Nth loudspeaker with respect to the second sound field control point in the kth cockpit area. kM1 f represents the electroacoustic transfer function of the first loudspeaker with respect to the Mth sound field control point in the kth cockpit region. kM2f represents the electroacoustic transfer function of the second loudspeaker with respect to the Mth sound field control point in the kth cockpit region. kMN This represents the electroacoustic transfer function of the Nth loudspeaker for the Mth sound field control point in the kth cabin area.

[0188] Furthermore, for a cockpit space comprising K regions, the corresponding electroacoustic transfer function matrix D can be expressed as: G=[G1,G2,…,G K ]

[0189] In the formula, G represents the electroacoustic transfer function matrix, G1 represents the electroacoustic transfer function submatrix of the loudspeaker array for the first cockpit region, G2 represents the electroacoustic transfer function submatrix of the loudspeaker array for the first cockpit region, and G... K This represents the electroacoustic transfer function submatrix of the speaker array for the Kth cockpit region.

[0190] Thus, in this embodiment of the disclosure, the acoustic transfer function of the loudspeaker can be determined based on preset audio data and sub-sound pressure information, and the electroacoustic transfer function matrix can be determined based on the acoustic transfer function of each loudspeaker.

[0191] In some embodiments of this disclosure, step 01 includes:

[0192] The target cockpit area information is determined based on the type of audio data to be played, which includes entertainment audio and navigation audio.

[0193] The processing unit in this embodiment is configured to determine target cockpit area information based on the type of audio data to be played, including entertainment audio and navigation audio.

[0194] The processor in this embodiment is configured to determine target cockpit area information based on the type of audio data to be played, including entertainment audio and navigation audio.

[0195] Specifically, in this embodiment of the disclosure, the cockpit area that can receive the audio data to be played, and another cockpit area that is unlikely to receive the audio data to be played, can be determined according to the type of audio data being played.

[0196] In one example, the audio data corresponding to the driver's area can be pre-configured as navigation audio and vehicle alarm audio, while the audio data corresponding to the passenger's area can be configured as entertainment audio such as music and movies. Then, when a playback command for audio data is triggered, if the audio data is navigation audio and / or vehicle alarm audio, the driver's cabin area is the illuminated area, and the area outside the driver's cabin is the dark area. Here, the illuminated area can be understood as the cabin area where the audio data to be played can be clearly heard, and the dark area can be understood as the cabin area where it is difficult to hear the audio data to be played.

[0197] If the audio data is entertainment audio such as music and / or movie audio, then the passenger cabin area is the bright area, and the area outside the passenger cabin is the dark area. This allows for the acquisition or determination of information about the target cabin area.

[0198] Thus, in this embodiment of the disclosure, the target cockpit area information can be determined based on the type of audio data to be played.

[0199] In some embodiments of this disclosure, step 01 includes:

[0200] The target cockpit area information is determined based on the playback command trigger source of the audio data to be played.

[0201] The processing unit in this embodiment is configured to determine the target cockpit area information based on the playback command trigger source of the audio data to be played.

[0202] The processor in this embodiment is configured to determine the target cockpit area information based on the playback command trigger source of the audio data to be played.

[0203] Specifically, in this embodiment of the disclosure, the cockpit area that can receive the audio data to be played, and another cockpit area that is unlikely to receive the audio data to be played, can be determined based on the source of the playback command trigger for the audio data to be played.

[0204] In one example, each cabin area of ​​the vehicle can be equipped with a corresponding display screen. Then, when a user performs an audio playback operation on the display screen corresponding to the driver's cabin area, the vehicle can designate the driver's cabin area as the "bright area" and the areas within the cabin space other than the driver's cabin area as "dark areas," thereby obtaining the target cabin area information. Here, the bright area can be understood as the cabin area where the audio data to be played can be clearly heard, and the dark area can be understood as the cabin area where it is difficult to hear the audio data to be played.

[0205] Thus, in this embodiment of the disclosure, the target cockpit area information can be determined based on the source of the playback command for the audio data to be played.

[0206] Optionally, please refer to Figures 8 and 9, which are schematic flowcharts of the sound control method in certain embodiments of this disclosure.

[0207] Specifically, as shown in step 20, in this embodiment of the disclosure, the vehicle can acquire target cabin area information to determine the bright area and the expected sound pressure level of the bright area in each cabin area within the cabin space, which is u in the above formulas (1) to (12). des .

[0208] Furthermore, the vehicle can also obtain the electroacoustic transfer function matrix corresponding to the speaker array, which is G in the above formulas (1) to (12). The method of obtaining the electroacoustic transfer function matrix can be set according to actual conditions. For example, in some embodiments of this disclosure, the electroacoustic transfer function matrix corresponding to the speaker array is obtained by the comb-scan electroacoustic transfer function measurement method.

[0209] Next, as shown in step 21, the vehicle can pass through u des Substitute G and the pre-set regularization parameter λ into the above formula (12) to solve for the initial value D0 of the driving parameter based on the PM algorithm.

[0210] Next, as shown in step 220, the vehicle can pass through u des Substituting G, λ, and D0 into the above formula (8), we obtain the surrogate function v0, thus completing the initialization of the surrogate function.

[0211] Then, as shown in step 221, according to G, λ, v h and D h Calculate the proxy matrix A. A can be calculated using formula (13), i.e.: A=(G′G+λI) -1 G′ (13)

[0212] Then, as shown in step 222, set the maximum number of update rounds h. max and parameter difference threshold DIFF target This completes the setting of the update termination conditions.

[0213] Subsequently, as shown in steps 223 and 224, for the first update round, i.e., when h = 1, the driving parameter update and surrogate function update for the first update round are performed according to G, λ, A, D0, V0, formula (6), and formula (7). For the second update round and subsequent update rounds, i.e., when h ≥ 2, the subsequent updates are performed according to G, λ, D0, V0, formula (6), and formula (7). h-1 V h-1 Formulas (6) and (7) are used to update the driving parameters and proxy functions for each update cycle.

[0214] It should be noted that, as shown in steps 225, 226, 227, and 23, in any update round, when the driving parameters are updated and the proxy function is updated, it is determined whether the current update round h is greater than or equal to h. max .

[0215] If the current update round h is greater than or equal to h max Then the signal value D after updating the driving parameters will be... h The output is used as the final driving signal.

[0216] If the current update round h is less than h max Then, based on the updated signal value D according to the driving parameters h And the signal value D before the drive parameter update. h-1 Determine D h With D h-1 Does the difference satisfy the parameter difference threshold DIFF? target .

[0217] If D h With D h-1 The difference is less than DIFF target Then return to steps 223 and 224 for the next round of updates.

[0218] If D h With D h-1 The difference is greater than or equal to DIFF target Then proceed to step 23, that is, update the signal value D of the driving parameters. h The output is used as the final driving signal.

[0219] To more clearly illustrate the embodiments of this disclosure, please refer to Figures 10 and 11, Table 1 and Table 2. Figure 10 is a schematic diagram of the change of the mean square error index in some embodiments of this disclosure, Figure 11 is a schematic diagram of the change of the contrast index in some embodiments of this disclosure, Table 1 shows the mean square error of the acoustic signal in the controlled area, the bright area in the controlled area and the dark area in the controlled area, and Table 2 shows the contrast of the acoustic signal in the bright area and the dark area in the controlled area.

[0220] It should be noted that Figures 10, 11, Table 1, and Table 2 were obtained through simulation. Specifically, 16 speakers were distributed in two rows with a speaker spacing of 0.42 meters. One row was positioned with an X-axis coordinate of -2 and a Y-axis interval of [-1.5, 1.5], while the other row was positioned with an X-axis coordinate of 2 and a Y-axis interval of [-1.5, 1.5]. This simulated the distribution of the 16 speakers around the left and right doors and the roof, thus obtaining the first speaker subarray 201 and the second speaker subarray 202 in Figure 2, completing the speaker array configuration.

[0221] Furthermore, a circle with a center at (0,1) and a radius of 0.5 is drawn to obtain the first region 203 in Figure 2, and this first region 203 is designated as the bright area. At the same time, a circle with a center at (0,-1) and a radius of 0.5 is drawn to obtain the second region 204 in Figure 2, and this second region 204 is designated as the dark area, thus completing the configuration of the bright and dark areas.

[0222] It should also be noted that the first curve 301 in Figure 10 corresponds to the mean square error of the sound signal in the first cockpit area 303 and the mean square error of the sound signal in the second cockpit area 304 in Figure 2 after the control signal (i.e., D0 above) is solved according to the PM algorithm for audio data of different frequencies and the speaker array in Figure 2 is driven by the control signal.

[0223] Furthermore, the second curve 302 in Figure 8 corresponds to: for audio data of different frequencies, the control signal (i.e., D in the last update round) is solved according to the PM-MM algorithm. h After that, the sound signal in the first cabin area 303 and the sound signal in the second cabin area 304 are measured by the control signal driving the speaker array in Figure 2.

[0224] Similarly, curve 303 in Figure 9 corresponds to: for audio data of different frequencies, the control signal (i.e., the aforementioned D) is solved according to the PM algorithm. h After that, the sound signal contrast between the first cabin area 303 and the second cabin area 304 in Figure 2 is increased after the speaker array in Figure 2 is driven by the control signal.

[0225] The fourth curve 304 in Figure 9 corresponds to: for audio data of different frequencies, the control signal (i.e., D in the last update round) is solved according to the PM-MM algorithm. h Then, after the speaker array in Figure 2 is driven by the control signal, the contrast between the first cockpit area 303 and the second cockpit area 304 in Figure 2 is increased.

[0226] Table 1

[0227] Table 2

[0228] As can be seen from Figures 10 and 11, Tables 1 and 2, compared with PM-based sound zoning control, the PM-MM-based sound zoning control in this embodiment of the present disclosure has a greater sound contrast between the bright and dark areas, thus the effect of bright and dark zoning is more obvious, providing a better audio listening experience for users. Furthermore, the sound signal has a larger mean square error, resulting in higher sound quality in different areas of the cabin space.

[0229] Furthermore, it is understood that, compared to the need to adjust the regularization parameter multiple times in PM-based sound zoning control, the PM-MM-based sound zoning control proposed in this disclosure can reduce the impact of the regularization parameter on the performance of the sound zoning control system, and to a certain extent improve the sound pressure unevenness of PM-based sound zoning control.

[0230] In addition, it is understandable that, compared with the sound zone control implemented by combining ACC and PM, the sound zone control based on PM-MM provided in this disclosure embodiment has simpler algorithm logic, is easier to implement, and is easier to maintain in the later stage.

[0231] It is also understandable that, regarding the solution of using parametric array loudspeakers to reconstruct the sound field within the cockpit area, since the audio signals played in the cockpit are broadband signals, in order to achieve directional sound emission of broadband signals within the cockpit through parametric loudspeakers and ensure obvious light and dark zoning effects within the cockpit, the ultrasonic transducers of the parametric array loudspeakers need to be driven with higher power. Furthermore, parametric array loudspeakers suffer from distortion issues with sound signals of different frequencies.

[0232] Compared to the aforementioned parametric array loudspeaker scheme for sound field reconstruction within the cabin area, the present invention's embodiment, based on PM-MM sound zoning control, can ensure directional sound emission of the loudspeaker array for broadband signals, and can ensure a clear light and dark zoning effect within the cabin space. Furthermore, the driving power of the loudspeaker array is lower than that of the parametric array loudspeaker.

[0233] Optionally, to more clearly illustrate the embodiments of this disclosure, the derivation process of the PM-MM sound zone control provided by the embodiments of this disclosure is given herein, that is, the derivation process of the above formulas (5), (6) and (7), as follows:

[0234] For the cost function constructed based on PM, i.e., formula (11), the specific details are as follows: J(D)=‖GD-u des || 2 +λ‖D‖ 2 (11)

[0235] Understandably, for in-vehicle sound field zoning control, the focus is on reconstructing the sound contrast between bright and dark areas and the flatness of the sound pressure distribution in the reconstructed area. Therefore, the cost function of the sound matching method is redefined, resulting in formula (5), as follows: J′(D|v h )=‖GD h -v h || 2 +λ‖D‖ 2 (5)

[0236] What is understandable is that J'(D,v)h Since the problem is nonlinear, solving formula (5) using gradient descent is quite difficult. Therefore, the Majorization Minimization (MM) algorithm is introduced to solve formula (5) by leveraging its advantages in nonlinear convex optimization problems, and a surrogate function v is constructed accordingly. h That is, formula (6), specifically as follows: v h =|u des |e jθ ,θ=angle(GD h (6)

[0237] What is also understandable is that v h It satisfies formula (14). ‖|GD|-|u des |‖ 2 ≤‖GD h -v h || 2 (14) Therefore, by combining formulas (11), (5), (13) and the MM algorithm, we obtain: J(D h+1 )≤J′(D h+1 |v h )≤J′(D h |v h )=J(D h (15)

[0238] Therefore, solving for the driving signal D in formula (11) can be transformed into solving for v in formula (6). h Therefore, the driving signal of the loudspeaker array can be solved using formula (7), that is: D h+1 =argminJ′(D|v h )=(G′G+λI) -1 G′v h (7)

[0239] This disclosure also provides a terminal device. The terminal device includes the control device or the electronic device described above.

[0240] This disclosure also provides a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the above-described sound control method.

[0241] This disclosure also includes a computer program product, comprising a computer program / instructions that, when executed by a processor, implement the aforementioned sound control method.

[0242] In the description of this specification, the terms "specifically," "furthermore," "particularly," "understandably," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms are not intended to refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0243] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0244] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

A voice control method, wherein, Applied to a terminal device, the method includes: Obtain target cockpit area information; According to the drive signal, the speaker array of the terminal device is controlled to play the audio data to be played; The target cockpit area information is used to identify the cockpit area in the cockpit space of the terminal device that corresponds to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array. According to the method of claim 1, wherein, The target cockpit area information is used to identify a first cockpit area in the cockpit space that can hear the audio data to be played and a second cockpit area that cannot hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cockpit area and the second cockpit area is greater than or equal to a preset threshold. The method according to claim 1 or 2, wherein, The target cabin area information is used to identify the first cabin area in the cabin space that can hear the audio data to be played. When the audio data to be played is played according to the drive signal, the sound pressure level contrast between the first cabin area and other areas in the cabin is greater than or equal to a preset threshold. The method according to claim 2 or 3, wherein, The preset threshold value range is [12, 26], and the unit is A-weighted sound pressure level. The method according to any one of claims 1-4, wherein, The drive signal is determined based on the target cockpit area information and the electroacoustic transfer function matrix corresponding to the speaker array. The method according to claim 5, wherein, The method further includes: The initial values ​​of the drive parameters are determined based on the target cockpit area information and the electroacoustic transfer function matrix. The driving parameters are updated based on the initial values ​​to obtain the driving signal. The method according to claim 6, wherein, The steps for updating the driving parameters include: If the preset update termination condition is not met, the function value of the proxy function and the signal value of the driving parameter in the current update round are determined based on the electroacoustic transfer function matrix, the function value of the proxy function in the previous update round, and the signal value of the driving parameter. If the update termination condition is met, the drive signal is determined based on the signal value of the drive parameter determined in the last update round; In the first update cycle, the signal value of the drive parameter is the initial value, and the proxy function is constructed based on the target cockpit area information, the electroacoustic transfer function matrix, the drive parameter, and the preset first regularization parameter. The method according to claim 7, wherein, The update termination condition is met when the current update round is a preset round. The method according to claim 7 or 8, wherein, The update termination condition is met when the parameter value error of the current update cycle is greater than or equal to a preset threshold. The parameter value error of the current update cycle is determined based on the signal value of the driving parameter of the current update cycle and the signal value of the driving parameter of the previous update cycle. The method according to any one of claims 6-9, wherein, The step of determining the initial values ​​of the drive parameters based on the target cockpit area information and the electroacoustic transfer function matrix includes: Solve for the driving parameters in the cost function to determine the initial values; The cost function is constructed based on the electroacoustic transfer function matrix, the target cockpit area information, the drive parameters, and a preset second regularization parameter. The method according to claim 10, wherein, The cost function is solved using the least mean square optimization method. The method according to any one of claims 5-11, wherein, The method further includes: When the speaker array is controlled by a preset drive signal to play preset audio data, the sound pressure information of the sound field control point in the cabin space is obtained; The electroacoustic transfer function matrix is ​​determined based on the preset driving signal and the sound pressure information of the sound field control point. The method according to claim 12, wherein, The loudspeaker array includes multiple loudspeakers, and the sound pressure information includes sub-sound pressure information of the sound field control point when each loudspeaker plays the preset audio data. Determining the electroacoustic transfer function matrix based on the preset driving signal and the sound pressure information of the sound field control point includes: The acoustic transfer function of the loudspeaker is determined based on the preset driving signal and the sub-sound pressure information. The electroacoustic transfer function matrix is ​​determined based on the acoustic transfer function of each loudspeaker. The method according to any one of claims 1-13, wherein, The acquisition of target cockpit area information includes: The target cabin area information is determined based on the type of the audio data to be played, wherein the audio data to be played includes entertainment audio and navigation audio. The method according to any one of claims 1-14, wherein, The acquisition of target cockpit area information includes: The target cockpit area information is determined based on the source of the playback command for the audio data to be played. A control device, wherein, include: The transceiver unit is configured to acquire target cockpit area information. The processing unit is configured to control the speaker array of the terminal device to play audio data to be played according to the drive signal; The target cockpit area information is used to identify the cockpit area in the terminal device's cockpit space that corresponds to the audio data to be played, and the drive signal is determined based on the target cockpit area information and the speaker array. An electronic device, wherein, The method includes a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the method according to any one of claims 1-15. A terminal device, wherein, It includes the control device as described in claim 16, or the electronic device as described in claim 17. A computer-readable storage medium, wherein, The computer-readable storage medium stores a computer program that, when executed by one or more processors, implements the method according to any one of claims 1-15. A computer program product, wherein, Includes a computer program / instruction that, when executed by a processor, implements the method described in any one of claims 1-15.

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