Active noise control system, active noise control method and engineering vehicle

Abstract

An active noise control system, an active noise control method and an engineering vehicle. The active noise control method is used for noise control in a noise suppression area of an engineering vehicle, and comprises: obtaining at least two sets of original noise data of different sources of an engineering vehicle on the basis of the current working mode of the engineering vehicle; performing partial coherence analysis on each set of original noise data on the basis of the at least two sets of original noise data, so as to obtain respective sets of decoupled noise data with the influence of other sets of original noise data eliminated; generating active noise reduction signals corresponding to the respective sets of decoupled noise data; generating a sound-emitting device drive signal on the basis of the active noise reduction signals corresponding to the respective sets of decoupled noise data; and on the basis of the current working mode, sending the sound-emitting device drive signal to a noise-suppression sound-emitting device located in or near a noise suppression region, such that the noise-suppression sound-emitting device emits a sound wave for suppressing noise in the noise suppression region.

Description

Noise active control system, noise active control method and engineering vehicle

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411896358.7, filed on December 20, 2024, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to the field of noise control, and in particular to an active noise control system, an active noise control method, and an engineering vehicle. Background Technology

[0004] With the development of engineering vehicles, drivers of these vehicles have increasingly higher requirements for acoustic and vibration comfort. For many engineering vehicles, some only have a driver's cab, while others have both a driver's cab and a control cab. Noise measurement and analysis of the driver's cab and control cab revealed that the noise is mainly low-to-mid frequency noise (i.e., noise below 500Hz).

[0005] To reduce noise in the driver's cab or control room, current noise reduction technologies are mainly divided into passive noise reduction and active noise reduction. Passive noise reduction uses techniques such as sound insulation, sound absorption, noise cancellation, or damping. However, because low-frequency noise has a longer wavelength and stronger penetrating power, traditional passive noise reduction is less effective at handling low-frequency noise. Active noise reduction collects the noise frequency and magnitude and performs reverse phase cancellation. In processing low-frequency noise, because the phase of low-frequency noise is easy to capture and the signal delay is small, the noise reduction effect is relatively better than that of high-frequency noise.

[0006] In some noise reduction technologies for engineering vehicles, primary noise signals from multiple noise sources of the engineering vehicle are collected. Low-frequency signals are obtained by filtering high-frequency signals, and then an inverted signal with the same frequency and opposite phase is output to an amplifier. The amplifier then amplifies the signal to a secondary source signal with the same amplitude as the primary noise signal, and then sends the secondary source signal to the sound-generating unit to cancel the noise. Summary of the Invention

[0007] Research has revealed that noise sources from engineering vehicles are characterized by numerous sources, high decibel levels, and close proximity. The superposition of noise at different frequencies and decibel levels results in complex waveforms for the acquired noise signals. This makes it difficult to capture the phase for cancellation, and the computational load for processing complex noise signals is substantial, hindering rapid response and leading to significant delays in the output of suppressed sound signals, resulting in insignificant noise reduction. Furthermore, the noise is affected by environmental noise and other sources. Directly transmitting sound signals through microphones and other sound signal collectors is subject to interference from environmental noise and the mutual interference between noise sources, making the noise source signals complex and posing significant challenges to frequency division processing. This results in high delays in the output suppressed signal and insignificant noise reduction effects.

[0008] In view of this, the present disclosure provides an active noise control system, an active noise control method, and an engineering vehicle, which can improve the noise reduction effect.

[0009] In one aspect of this disclosure, an active noise control method is provided for noise control in a noise suppression area of ​​an engineering vehicle, comprising:

[0010] Based on the current working mode of the engineering vehicle, obtain at least two sets of raw noise data from different sources for the engineering vehicle;

[0011] Based on at least two sets of raw noise data, perform partial coherence analysis on each set of raw noise data to obtain decoupled noise data for each set after removing the influence of other sets of raw noise data.

[0012] Generate active noise reduction signals corresponding to each set of decoupled noise data;

[0013] The sound-generating device driving signal is generated based on the active noise reduction signal corresponding to each set of decoupled noise data.

[0014] According to the current working mode, the driving signal of the sound-generating device is sent to the noise-suppressing sound-generating device located in or near the noise-suppressing area, so that the noise-suppressing sound-generating device emits sound waves that suppress noise in the noise-suppressing area.

[0015] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle includes:

[0016] Receive at least two sets of raw noise data from the sound source and / or reference microphone in the engineering vehicle.

[0017] In some embodiments, the sound source includes at least one of an engine, a fan, a gearbox, a hydraulic pump, tires, and a road surface excitation and operating mechanism.

[0018] In some embodiments, the active noise control method further includes:

[0019] Based on the received operating mode selection instruction for the engineering vehicle, determine the current operating mode of the engineering vehicle; or

[0020] Based on the current working condition of the engineering vehicle, determine the current working mode of the engineering vehicle.

[0021] In some embodiments, the active noise control method further includes:

[0022] Obtain the first error noise signal collected by the error microphone located in or near the noise suppression area in the engineering vehicle;

[0023] Feedback control is performed on the driving signal of the sound-generating device based on the first error noise signal to reduce the sound pressure level of the noise suppression area.

[0024] In some embodiments, the step of feedback control of the sound-generating device drive signal based on the first error noise signal includes:

[0025] The sound signal emitted by the noise-suppressing sound-generating device is propagated to the error microphone and superimposed with the first error noise signal to obtain a second error noise signal that suppresses interference.

[0026] The second error noise signal is subjected to signal processing from analog signal to digital signal;

[0027] The sound-generating device drive signal is fed back and controlled according to the first processed signal obtained by signal processing. The sound-generating device drive signal adjusted by feedback control is processed from digital signal to analog signal and then sent to the noise-suppressing sound-generating device.

[0028] In some embodiments, the step of performing signal processing on the second error noise signal from analog signal to digital signal includes:

[0029] The second error noise signal is converted from analog to digital to obtain a digital signal;

[0030] The digital signal is low-pass filtered;

[0031] The digital signal that has undergone low-pass filtering is downsampled to obtain the first processed signal.

[0032] In some embodiments, the step of performing signal processing from digital to analog signals on the feedback-controlled adjusted driving signal of the sound-generating device includes:

[0033] The drive signal of the sound-generating device, which has been adjusted by feedback control, is upsampled;

[0034] The upsampled driving signal of the sound-generating device is low-pass filtered;

[0035] The driving signal of the sound-generating device after low-pass filtering is converted from digital to analog.

[0036] In some embodiments, the engineering vehicle is a loader, the noise suppression area includes the loader's cab, the error microphone includes two first error microphones located on the left and right sides of the headrest of the driver's seat, and the noise suppression sound-generating device includes:

[0037] Two primary speakers are located on the left and right sides of the driver's seat headrest, respectively;

[0038] A second speaker is located in the ceiling of the loader's cab; and

[0039] The third speaker is located on the right A-pillar of the loader's cab.

[0040] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0041] In response to the loader's current operating mode being driving mode, two sets of raw noise data are obtained from two reference microphones located on the front and rear sides of the loader's cab, respectively.

[0042] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the loader's current working mode being the driving mode, sending the sound-generating device drive signal to the two first speakers.

[0043] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0044] In response to the loader's current operating mode being driving + working mode, two sets of raw noise data are obtained from two reference microphones located diagonally on the front and rear sides of the loader's cab, respectively, as well as raw noise data from a vibration sensor at the bottom of the loader's cab.

[0045] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the current working mode of the loader being the driving + operation mode, sending the sound-generating device drive signal to the two first speakers, the second speaker, and the third speaker.

[0046] In some embodiments, the engineering vehicle is an excavator, the noise suppression area includes the excavator's cab, the error microphone includes a second error microphone located on the left or right side of the driver's seat headrest, and the noise suppression sound-generating device includes:

[0047] The fourth speaker is located in the upper rear of the interior of the excavator's cab.

[0048] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0049] In response to the excavator's current operating mode being driving mode, two sets of raw noise data are obtained from the excavator's engine speed sensor and main pump pressure sensor;

[0050] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the excavator's current working mode being the driving mode, sending the sound-generating device drive signal to the fourth speaker.

[0051] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0052] In response to the current working mode of the excavator being the operation mode, multiple sets of raw noise data are obtained from the engine speed sensor, bucket hinge force sensor, boom cylinder pressure sensor, stick cylinder pressure sensor and bucket cylinder pressure sensor in the excavator.

[0053] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the excavator's current working mode being the operation mode, sending the sound-generating device drive signal to the fourth speaker.

[0054] In some embodiments, the engineering vehicle is a crane, the noise suppression area includes the crane's cab and operator's cab, the error microphone includes a third error microphone located in the crane's cab and a fourth error microphone located in the operator's cab, and the noise suppression sound-generating device includes:

[0055] Two fifth speakers are located on the left and right doors of the crane's cab, respectively;

[0056] A sixth speaker is located in the ceiling of the crane's cab;

[0057] A seventh loudspeaker is located in the ceiling of the control room; and

[0058] Two eighth speakers are located on the left and right sides of the seat in the control room, respectively.

[0059] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0060] In response to the crane's current operating mode being driving mode, multiple sets of raw noise data are obtained from the crane's fan speed sensor, shaft vibration sensor, engine speed sensor, and gear sensor.

[0061] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the current working mode of the crane being the driving mode, sending the sound-generating device drive signal to the two fifth speakers and the sixth speaker.

[0062] In some embodiments, the step of obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the current operating mode of the engineering vehicle, includes:

[0063] In response to the crane's current operating mode being the control mode, multiple sets of raw noise data are obtained from the crane's fan speed sensor, engine speed sensor, main pump pressure sensor, crane tilt angle sensor, motor reducer noise sensor, boom displacement sensor, and winch noise sensor.

[0064] The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current operating mode includes: in response to the crane's current operating mode being the operation mode, sending the sound-generating device drive signal to the seventh loudspeaker and the two eighth loudspeakers.

[0065] In one aspect of this disclosure, an active noise control system is provided for noise control in a noise suppression area of ​​an engineering vehicle, comprising:

[0066] The noise-suppressing sound-generating device is located within or near the noise-suppressing area; and

[0067] The controller, which is signal-connected to the noise-suppressing sound-generating device, is configured to execute the aforementioned active noise control method.

[0068] In some embodiments, the engineering vehicle includes an operation panel, and the controller is signal-connected to the operation panel and configured to determine the current operating mode of the engineering vehicle based on a received operating mode selection instruction from the operation panel.

[0069] In some embodiments, the active noise control system further includes:

[0070] An error microphone is located within or near the noise suppression area.

[0071] The controller is connected to the error microphone and is configured to obtain a first error noise signal collected by the error microphone, and to perform feedback control on the driving signal of the sound-generating device based on the first error noise signal, so as to reduce the sound pressure level of the noise suppression area.

[0072] In one aspect of this disclosure, an engineering vehicle is provided, including the aforementioned active noise control system.

[0073] According to embodiments of this disclosure, after obtaining at least two sets of original noise data from different sources of engineering vehicles, partial coherence analysis is performed on each set of original noise data to remove the influence of other sets of original noise data on that set of original noise data. The obtained decoupled noise data, having eliminated the interference of other noise data, makes the subsequent generation and processing of active noise reduction signals and sound-generating device drive signals more convenient and accurate. This allows the sound waves emitted by the noise-suppressing sound-generating device to better suppress the sound waves of noise in the noise suppression area, thereby effectively improving the noise reduction effect. Attached Figure Description

[0074] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0075] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein:

[0076] Figure 1 is a flowchart illustrating some embodiments of the active noise control method according to the present disclosure;

[0077] Figure 2 is a schematic flowchart of feedback control of the driving signal of the sound-generating device according to an embodiment of the active noise control method of this disclosure;

[0078] Figure 3 is a schematic diagram of signal relationships according to some embodiments of the active noise control system of the present disclosure;

[0079] Figure 4 is a schematic diagram of the signal relationship applied to a loader according to an embodiment of the active noise control system of this disclosure;

[0080] Figure 5 is a structural schematic diagram of an active noise control system according to an embodiment of the present disclosure applied to a loader;

[0081] Figure 6 is a schematic diagram of the signal relationship applied to an excavator according to an embodiment of the active noise control system of this disclosure;

[0082] Figure 7 is a schematic diagram of the structure of an excavator according to an embodiment of the active noise control system of the present disclosure;

[0083] Figure 8 is a schematic diagram of the signal relationship applied to a crane according to an embodiment of the active noise control system of this disclosure;

[0084] Figure 9 is a structural schematic diagram of the operating mode of a crane according to an embodiment of the noise active control system of this disclosure;

[0085] Figure 10 is a structural schematic diagram of the operating mode of a crane according to an embodiment of the noise active control system of the present disclosure.

[0086] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0087] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless specifically stated otherwise, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as exemplary only and not as limiting.

[0088] The terms "first," "second," and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.

[0089] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0090] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0091] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0092] In some noise reduction technologies for engineering vehicles, primary noise signals from multiple noise sources of the engineering vehicle are collected. Low-frequency signals are obtained by filtering high-frequency signals, and then an inverted signal with the same frequency and opposite phase is output to an amplifier. The amplifier then amplifies the signal to a secondary source signal with the same amplitude as the primary noise signal, and then sends the secondary source signal to the sound-generating unit to cancel the noise.

[0093] Research has revealed that noise sources from engineering vehicles are characterized by numerous sources, high decibel levels, and close proximity. The superposition of noise at different frequencies and decibel levels results in complex waveforms for the acquired noise signals. This makes it difficult to capture the phase for cancellation, and the computational load for processing complex noise signals is substantial, hindering rapid response and leading to significant delays in the output of suppressed sound signals, resulting in insignificant noise reduction. Furthermore, the noise is affected by environmental noise and other sources. Directly transmitting sound signals through microphones and other sound signal collectors is subject to interference from environmental noise and the mutual interference between noise sources, making the noise source signals complex and posing significant challenges to frequency division processing. This results in high delays in the output suppressed signal and insignificant noise reduction effects.

[0094] In view of this, the present disclosure provides an active noise control system, an active noise control method, and an engineering vehicle, which can improve the noise reduction effect.

[0095] Figure 1 is a flowchart illustrating some embodiments of the active noise control method according to the present disclosure. Referring to Figure 1, embodiments of the present disclosure provide an active noise control method for noise control in the noise suppression area of ​​an engineering vehicle. The active noise control method includes steps S1 to S5.

[0096] The noise reduction zone of an engineering vehicle refers to the area on the vehicle where noise reduction is desired, such as the driver's cab or control room.

[0097] Steps S1 to S5 in the active noise control method can be performed locally by the controller of the engineering vehicle, or remotely controlled by the remote control platform communicating with the controller of the engineering vehicle, or performed in cooperation between the controller locally and the remote control platform.

[0098] In step S1, based on the current working mode of the engineering vehicle, at least two sets of raw noise data from different sources are obtained for the engineering vehicle.

[0099] Engineering vehicles may have multiple operating modes, and these modes may vary depending on the type of engineering vehicle. Furthermore, because the sources of noise may differ for different operating modes, the raw noise data obtained in step S1 based on the current operating mode will also vary.

[0100] For example, a loader may have a driving mode and a driving + working mode. In both modes, there may be some noise sources that are the same, but there may also be different noise sources. Similarly, an excavator may have a driving mode and a working mode, and a crane may have a driving mode and a control mode.

[0101] In step S2, based on at least two sets of original noise data, partial coherence analysis is performed on each set of original noise data to obtain decoupled noise data for each set after removing the influence of other sets of original noise data.

[0102] Considering the mutual influence of noise from different sources in engineering vehicles, the obtained noise signals are complex and difficult to process. By performing partial coherence analysis on each group of raw noise data, the influence of other groups of raw noise data can be removed, resulting in relatively pure and more easily processed decoupled noise data.

[0103] In partial coherence analysis, at least two sets of noise data from multiple sources can be obtained through testing. These noise data are then preprocessed (e.g., mean removal, normalization) and input into an existing mathematical model, such as a multivariate autoregressive model or a neural network model, to obtain the partial coherence function between each noise signal and other noise signals. Based on this, a decoupled noise signal is constructed after removing the influence of other noise signals from each noise signal set.

[0104] In step S3, active noise reduction signals corresponding to each group of decoupled noise data are generated.

[0105] For each set of decoupled noise data, a corresponding active noise reduction signal can be generated based on the frequency, amplitude, and phase of its corresponding noise waveform signal. For example, an active noise reduction signal with the same frequency, amplitude, and opposite phase as the noise waveform signal corresponding to the decoupled noise data can be generated.

[0106] In step S4, a driving signal for the sound-generating device is generated based on the active noise reduction signal corresponding to each group of decoupled noise data.

[0107] After obtaining the active noise reduction signals corresponding to each set of decoupled noise data, driving signals for the sound-generating device can be generated based on these active noise reduction signals. For example, the waveforms of these active noise reduction signals can be superimposed to form a superimposed waveform, which can then be directly used as the driving signal for the sound-generating device. Alternatively, the waveforms of these active noise reduction signals can be superimposed to form a superimposed waveform, and then parameters such as amplitude and phase can be adjusted to generate the driving signal for the sound-generating device.

[0108] In step S5, according to the current working mode, the driving signal of the sound-generating device is sent to the noise-suppressing sound-generating device located in or near the noise-suppressing area, so that the noise-suppressing sound-generating device emits sound waves that suppress noise in the noise-suppressing area.

[0109] The noise suppression device may include a loudspeaker, which is capable of emitting sound waves with corresponding frequency, amplitude, and phase according to the received sound device drive signal. For different current operating modes, the noise sources targeted by noise suppression differ, and the noise suppression area may also differ. Therefore, in step S5, according to the current operating mode, the generated sound device drive signal is sent to the corresponding noise suppression device within or near the noise suppression area, thereby emitting sound waves through the noise suppression device to suppress noise within the noise suppression area, achieving effective noise suppression in the noise suppression area.

[0110] In this embodiment, after obtaining at least two sets of original noise data from different sources of engineering vehicles, partial coherence analysis is performed on each set of original noise data to remove the influence of other sets of original noise data on that set of original noise data. The obtained decoupled noise data, having eliminated the interference of other noise data, makes the subsequent generation and processing of active noise reduction signals and sound-generating device drive signals more convenient and accurate. This allows the sound waves emitted by the noise-suppressing sound-generating device to better suppress the sound waves of noise in the noise suppression area, thereby effectively improving the noise reduction effect.

[0111] Referring to Figure 1, in some embodiments, the step of obtaining at least two sets of raw noise data from different sources in step S1 includes: receiving at least two sets of raw noise data from sound sources and / or reference microphones in the engineering vehicle.

[0112] For engineering vehicles, the source of raw noise data can be any sound and vibration source related to the vehicle's operating mode, such as at least one of the following: engine, fan, transmission, hydraulic pump, tires, road surface excitation, and operating mechanism. Raw noise data can also come from a reference microphone installed on the engineering vehicle to directly acquire raw noise signals from the environment. All of this raw noise data can be used as input data for the control system.

[0113] To facilitate understanding, the following explains how the raw noise data from common sound sources in engineering vehicles was obtained.

[0114] The engine and cooling fan can use speed sensors to collect speed signals, the gearbox can use gear position sensors to collect gear position signals, the hydraulic pump can use pressure sensors to collect pressure signals, and the tires and road surface excitation can use vibration sensors to collect vibration signals.

[0115] For engine noise, this noise signal is usually composed of intake and exhaust noise, combustion noise and mechanical noise, etc. It is generally composed of a steady-state fundamental frequency and a series of harmonic components superimposed. Its frequency f(Hz) can be expressed as: f(Hz)=i*(N*n) / (60τ);

[0116] Where N is the number of cylinders (dimensionless), n is the engine speed (r / min), τ is the engine stroke (dimensionless), τ is equal to 2 for a four-stroke engine and equal to 1 for a two-stroke engine, and i is the harmonic number, which takes values ​​of 1, 2, 3, ...

[0117] The relationship between engine speed and sound pressure can be obtained from the experiment, and the sound pressure amplitude of engine noise can be calculated accordingly.

[0118] In this way, based on the frequency and sound pressure amplitude determined by the engine speed characteristics of the engineering vehicle during operation, an active noise reduction waveform signal is further generated. At this time, the active noise reduction waveform signal may contain fundamental frequency and harmonic characteristics.

[0119] For the rotational noise of a cooling fan, this noise signal is usually composed of a steady-state fundamental frequency and a series of harmonic components, and its frequency f(Hz) can be expressed as: f(Hz)=i*(z*n) / 60;

[0120] Where n is the fan speed (r / min), z is the number of fan blades (dimensionless), and i is the harmonic number (dimensionless), which takes values ​​of 1, 2, 3, ... When i = 1, the frequency is the fundamental frequency of the fan.

[0121] The relationship between fan speed and sound pressure can be obtained from the experiment, and the sound pressure amplitude of the cooling fan noise can be calculated accordingly.

[0122] In this way, based on the frequency and sound pressure amplitude determined by the rotational speed characteristics of the cooling fan of the engineering vehicle during operation, an active noise reduction waveform signal is further generated. At this time, the active noise reduction waveform signal may contain fundamental frequency and harmonic characteristics.

[0123] For transmission noise, this noise signal is usually generated by components such as bearings and gears. Based on the gear information, the excitation frequency generated by each gear, bearing, and other components in the current gear can be obtained. For example, the failure frequency of bearing rolling elements can be calculated using the following formula:

[0124] Where RPM is the rotational speed (r / min) of the shaft containing the bearing, N is the number of rolling elements in the bearing (dimensionless), and P... d B is the pitch circle diameter of the bearing (mm). d ψ is the diameter (mm) of the bearing rolling element, and ψ is the contact angle (degrees) of the bearing rolling element.

[0125] The gear meshing frequency can be calculated using the following formula: f(Hz)=Z*RPM / 60;

[0126] Where Z is the number of teeth on the gear (dimensionless), and RPM is the rotational speed (r / min) of the shaft on which the gear is located.

[0127] The relationship between the gearbox gear and sound pressure can be obtained from the experiment, and the sound pressure amplitude of the gearbox noise can be calculated accordingly.

[0128] In this way, based on the characteristics of the gearbox shift during the operation of the engineering vehicle, the bearing frequency and sound pressure amplitude, as well as the gear frequency and sound pressure amplitude, are determined to generate their respective active noise reduction waveform signals. At this time, the active noise reduction waveform signals may contain fundamental frequency and harmonic frequency characteristics.

[0129] For hydraulic pump noise, this noise signal is usually generated by components such as gears, pistons, and vanes. The frequency of each of these components can be calculated by the following formula: f(Hz)=Z*RPM / 60;

[0130] Where Z is the number of gear teeth, plunger number, or blade number (dimensionless), and RPM is the rotational speed (r / min) of the shaft containing the gear, plunger, or blade.

[0131] The relationship between the main pump pressure and sound pressure of the hydraulic pump can be obtained from the experiment, and the sound pressure amplitude of the hydraulic pump noise can be calculated accordingly.

[0132] In this way, based on the main pump pressure characteristics of the engineering vehicle during operation and the frequency and sound pressure amplitude determined by the rotation speed of each component, the corresponding active noise reduction waveform signals are further generated. At this time, the active noise reduction waveform signals may contain fundamental frequency and harmonic characteristics.

[0133] For noise generated by tires and road surfaces, tire noise is typically composed of a steady-state fundamental frequency and a series of harmonic components, and its frequency f (Hz) can be expressed as:

[0134] The tire excitation frequency is: f(Hz) = i*V / (2πR);

[0135] Where V is the crane speed (m / s), R is the tire radius (m), and i is the harmonic number (dimensionless), with values ​​of 1, 2, 3, ...

[0136] The road surface excitation frequency G can be calculated using the following formula to determine the road surface conditions under which engineering vehicles travel. x (n), G x (n) represents the road surface power spectral density value at the reference spatial frequency n;

[0137] Where n is the spatial frequency (i.e., the reciprocal of the wavelength λ), representing the number of wavelengths contained in each meter of length, and n0 is the reference spatial frequency (0.1m). -1 ), G x (n0) is the road power spectral density value at the reference spatial frequency n0, ω is the frequency exponent, and is the slope on a double logarithmic coordinate.

[0138] The sound pressure amplitudes of both tire excitation and road surface excitation can be obtained equivalently using vibration sensors. This allows for the generation of corresponding active noise reduction waveform signals based on the vibration characteristics of the engineering vehicle during operation. These active noise reduction waveform signals can include fundamental and harmonic characteristics.

[0139] In addition to the above-mentioned sources of sound vibration, engineering vehicles may also include other sources of sound vibration, such as noise data determined based on displacement, force, or tilt signals collected by displacement sensors, force sensors, or tilt sensors.

[0140] In some embodiments, a reference microphone may be installed on the engineering vehicle to directly acquire ambient noise signals. Depending on the location of the reference microphone, noise levels at different parts of the engineering vehicle can be obtained. In other embodiments, the engineering vehicle may not be equipped with a reference microphone.

[0141] The current operating mode of a construction vehicle can be obtained in various ways. In some embodiments, the active noise control method may further include: determining the current operating mode of the construction vehicle based on a received operating mode selection instruction for the construction vehicle.

[0142] Accordingly, the operator of the engineering vehicle can generate operating mode selection instructions for the controller by operating the control panel of the engineering vehicle, such as pressing a button or rotating a knob, or by controlling the operation of a remote control device or a remote control platform.

[0143] The active noise control method may further include: determining the current operating mode of the engineering vehicle based on its current operating conditions. The controller can automatically determine the current operating mode based on the current operating conditions, thereby performing corresponding active noise control.

[0144] For example, in driving mode, the corresponding working conditions of a loader include fixed idle speed, fixed rated speed, fixed maximum throttle, forward 1st gear, forward 2nd gear, reverse 1st gear, and reverse 2nd gear; while in driving + working mode, the corresponding working conditions include V-shaped operation, lifting, and transportation.

[0145] In driving mode, the corresponding operating conditions of the excavator include forward tortoise gear, forward to rabbit gear, reverse tortoise gear, reverse to rabbit gear, fixed idle speed, fixed rated speed, and fixed maximum throttle. In operation mode, the corresponding operating conditions include boom raising, stick retraction, bucket retraction, swinging, boom raising, stick extension, bucket extension, boom lowering, and bucket retraction.

[0146] In driving mode, the crane operates at various speeds, including idling, full throttle acceleration, 40 km / h, 60 km / h, and 80 km / h. In operating mode, the crane operates at various speeds, including boom lifting, telescopic movement, slewing, and lifting.

[0147] Figure 2 is a schematic flowchart illustrating the feedback control of the driving signal for the sound-generating device according to an embodiment of the active noise control method of this disclosure. Referring to Figure 2, in some embodiments, the active noise control method further includes steps S6 and S7.

[0148] Steps S6 and S7 can be performed locally by the controller of the engineering vehicle, or remotely controlled by the remote control platform communicating with the controller of the engineering vehicle, or performed in cooperation between the controller locally and the remote control platform.

[0149] In step S6, a first error noise signal is obtained from the error microphone located in or near the noise suppression area of ​​the engineering vehicle.

[0150] The error microphone is positioned within or near the noise-suppressing area, such as inside or outside the driver's cab. More specifically, it can also be positioned near the driver's ears, for example, on either side of the headrest. The error microphone can monitor the residual noise level in real time after the active noise cancellation process, and the controller can process the first error noise signal received from the error microphone accordingly.

[0151] In step S7, the driving signal of the sound-generating device is controlled by feedback according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

[0152] The controller can be based on existing feedback control algorithms, such as Least Mean Squares (LMS), Normalized Least Mean Squares (NLMS), and Recursive Least Squares (RLS), to adjust the driving signal of the noise-suppressing device based on the received first error noise signal. This allows for on-demand or real-time updates to the sound wave waveform emitted by the noise-suppressing device, thereby reducing the sound pressure level in the noise-suppressing area and improving the active noise control effect. The feedback control process can be repeated until the sound pressure level in the noise-suppressing area drops to a reasonable range.

[0153] Referring to Figure 2, in some embodiments, step S7, which involves feedback control of the sound-generating device drive signal based on the first error noise signal, includes: superimposing the sound signal emitted by the noise-suppressing sound-generating device and the first error noise signal onto the error microphone to obtain a second error noise signal that suppresses interference; performing signal processing from analog to digital on the second error noise signal; performing feedback control on the sound-generating device drive signal based on the first processed signal obtained through signal processing; and performing signal processing from digital to analog on the sound-generating device drive signal adjusted by feedback control, and then sending it to the noise-suppressing sound-generating device.

[0154] When designing the arrangement of the noise-suppressing device and the error microphone, there may be a certain spatial distance between them. The sound waves emitted by the noise-suppressing device, when propagating to the error microphone, can also interfere with the noise signal collected by the error microphone. Therefore, the transfer function from the noise-suppressing device to the error microphone can be obtained through testing. Based on this transfer function, the sound signal from the noise-suppressing device to the error microphone can be calculated, and this signal is then superimposed with the first error noise signal collected by the error microphone. Due to the phase difference between the two signals, waveform superposition can, to a certain extent, remove the influence of the sound waves emitted by the noise-suppressing device, thereby obtaining a second error noise signal that suppresses interference.

[0155] After obtaining the second error noise signal, the second error noise signal undergoes signal processing from analog to digital. In some embodiments, the signal processing may include performing analog-to-digital conversion on the second error noise signal to obtain a digital signal; performing low-pass filtering on the digital signal; and downsampling the low-pass filtered digital signal to obtain the first processed signal.

[0156] In this process, low-pass filtering of the digital signal after analog-to-digital conversion can remove high-frequency interference signals contained in the digital signal. Downsampling of the low-pass filtered digital signal can reduce the sampling rate of the digital signal, thereby reducing the amount of data and the computing resources required for subsequent processing.

[0157] The sound-generating device drive signal is subjected to feedback control based on a first processed signal obtained through signal processing. The feedback-controlled adjusted sound-generating device drive signal undergoes signal processing from digital to analog signal conversion before being sent to the noise-suppressing sound-generating device. In some embodiments, the step of processing the feedback-controlled adjusted sound-generating device drive signal from digital to analog signal conversion may include: upsampling the feedback-controlled adjusted sound-generating device drive signal; low-pass filtering the upsampled sound-generating device drive signal; and digital-to-analog conversion of the low-pass filtered sound-generating device drive signal.

[0158] In this process, upsampling the drive signal of the sound-generating device, which has been adjusted by feedback control, increases the number of sample points and improves the quality of the output signal. High-frequency interference signals generated during upsampling can be filtered out by a low-pass filter and then converted into analog signals for driving the noise-suppressing sound-generating device via digital-to-analog conversion.

[0159] Figure 3 is a schematic diagram of signal relationships according to some embodiments of the active noise control system of this disclosure. Referring to Figure 3, an embodiment of this disclosure provides an active noise control system, including a noise suppression generating device 2 and a controller 1. The noise suppression generating device 2 is located within or near the noise suppression area. The controller 1 is signal-connected to the noise suppression generating device 2 and is configured to execute the active noise control method of the foregoing embodiments.

[0160] The noise suppression and sound generation device 2 may include a loudspeaker. The controller 1 in the active noise control system can be a standalone controller in the engineering vehicle, or it can be integrated into the active noise control module of the main controller of the engineering vehicle. In implementation, the controller 1 may include circuits such as input channels, a chip, output channels, and a power amplifier. The chip may have a built-in active noise control algorithm.

[0161] The input channel can be connected to the input unit and the chip. The input unit may include a reference microphone for acquiring noise signals from engineering vehicles, or sensors that can reflect the excitation of the sound source, such as vibration sensors, pressure sensors, speed sensors, displacement sensors, force sensors, gear sensors, or tilt sensors.

[0162] Vibration sensors are used to collect vibration data from engineering vehicles. For example, axle vibration sensors are used to collect the frequency and amplitude of tire and road surface vibrations. Pressure sensors are used to collect pressure signals from engineering vehicles. For example, a main pump pressure sensor is used to collect the main pump pressure. Speed ​​sensors are used to collect speed signals from engineering vehicles. For example, a fan speed sensor is used to collect the speed of the cooling fan, and an engine speed sensor is used to collect the speed of the engine.

[0163] Displacement sensors are used to collect displacement signals from engineering vehicles. For example, a crane boom displacement sensor mounted on the boom is used to collect the boom's displacement. Force sensors are used to collect force signals from engineering vehicles. Gear position sensors are used to collect gear information from engineering vehicles, such as collecting the gear position of a transmission. Tilt sensors are used to collect tilt signals from engineering vehicles. For example, a crane tilt sensor positioned near the lifting cylinder is used to collect the boom's working angle.

[0164] The output channel can be connected to the chip via circuits such as a power amplifier, and also connected to the noise-suppressing sound-generating device 2. The noise-suppressing sound-generating device 2 can be used to emit noise-suppressed sound waves, such as door speakers, headrest speakers, and interior speakers. The door speakers in the output unit are located on the door and are mainly used for scenarios involving door closing sound quality, emitting sounds that need to be canceled out. The headrest speakers are located on both sides of the seat back near the head, and the interior speakers are located in the ceiling and A-pillars.

[0165] Referring to Figure 3, in some embodiments, the engineering vehicle includes an operation panel 4, and the controller 1 is signal-connected to the operation panel 4 and configured to determine the current operating mode of the engineering vehicle according to the operating mode selection instruction received from the operation panel 4.

[0166] The operation panel 4 may be equipped with physical or virtual buttons, knobs or knobs, or it may be a touch screen that can be touched.

[0167] Referring to Figure 3, in some embodiments, the active noise control system further includes an error microphone 3, which is located within or near the noise suppression area. The controller 1 is signal-connected to the error microphone 3 and configured to acquire a first error noise signal collected by the error microphone 3, and to perform feedback control on the sound-generating device drive signal based on the first error noise signal to reduce the sound pressure level in the noise suppression area.

[0168] Error microphone 3 can serve as a feedback unit for the chip in controller 1, such as a door error microphone, a seat headrest error microphone, and a driver's interior error microphone. The door error microphone is placed on the door and is mainly used for door closing sound quality scenarios to collect door closing sound quality signals; the seat headrest error microphone is placed on both sides of the seat back near the head; and the driver's interior error microphone is placed on the ceiling and A-pillar.

[0169] In addition to the noise suppression device 2, error microphone 3, and operation panel 4 described above in Figure 3, the engineering vehicle may also include a reference microphone 5 and / or at least one sound source 6. The reference microphone 5 and / or at least one sound source 6 can serve as an input unit for the controller 1 to provide the input of the raw noise signal. The controller 1 can be connected to the reference microphone 5 and / or at least one sound source 6 to obtain at least two sets of raw noise data from different sources of the engineering vehicle.

[0170] In addition, controller 1 can also be connected to other components in the engineering vehicle for control purposes, such as connecting to components related to vehicle movement or operation to achieve control of movement or operation.

[0171] Based on the active noise control system in the above embodiments, this disclosure also provides an engineering vehicle, including the aforementioned active noise control system. The engineering vehicle can be a loader, excavator, or crane, or other engineering vehicles such as pump trucks, drilling rigs, etc.

[0172] Figure 4 is a schematic diagram of the signal relationship applied to a loader according to an embodiment of the active noise control system of the present disclosure. Figure 5 is a structural schematic diagram applied to a loader according to an embodiment of the active noise control system of the present disclosure. Referring to Figures 4 and 5, in some embodiments, the engineering vehicle is a loader, the noise suppression area includes the cab EC1 of the loader, and the error microphone 3 includes two first error microphones 31 located on the left and right sides of the headrest of the driver's seat, respectively.

[0173] The noise-suppressing sound-generating device 2 includes two first speakers 21, a second speaker 22, and a third speaker 23. The two first speakers 21 are located on the left and right sides of the headrest of the driver's seat, respectively. The second speaker 22 is located in the ceiling of the loader's cab EC1. The third speaker 23 is located on the right A-pillar of the loader's cab EC1.

[0174] Based on this, corresponding to the loader's driving mode, step S1 in Figure 1 may include: in response to the loader's current operating mode being driving mode, obtaining two sets of raw noise data from two reference microphones 5 located on the front and rear sides of the loader's cab EC1, respectively. Step S5 in Figure 1 may include: in response to the loader's current operating mode being driving mode, sending the sound-generating device drive signal to the two first speakers 21.

[0175] Based on this, corresponding to the loader's driving + operating mode, step S1 in Figure 1 may include: in response to the loader's current operating mode being driving + operating mode, obtaining two sets of raw noise data from two reference microphones 5 located diagonally on the front and rear sides of the loader's cab EC1, and raw noise data from the vibration sensor 601 at the bottom of the loader's cab EC1. Step S5 in Figure 1 may include: in response to the loader's current operating mode being driving + operating mode, sending the sound-generating device drive signal to the two first speakers 21, the second speaker 22, and the third speaker 23.

[0176] Figure 6 is a schematic diagram of the signal relationship applied to an excavator according to an embodiment of the active noise control system of the present disclosure. Figure 7 is a structural schematic diagram of an excavator applied to an embodiment of the active noise control system of the present disclosure. Referring to Figures 6 and 7, in some embodiments, the engineering vehicle is an excavator, the noise suppression area includes the excavator's cab EC2, the error microphone 3 includes a second error microphone 32 located on the left or right side of the headrest of the driver's seat, and the noise suppression sound-generating device 2 includes a fourth speaker 2 located on the upper rear of the interior trim of the excavator's cab EC2.

[0177] Based on this, corresponding to the excavator's driving mode, step S1 in Figure 1 may include: in response to the excavator's current operating mode being driving mode, obtaining two sets of raw noise data from the engine speed sensor 611 and the main pump pressure sensor 616 in the excavator. Step S5 in Figure 1 may include: in response to the excavator's current operating mode being the driving mode, sending the sound-generating device drive signal to the fourth speaker 24.

[0178] Based on this, corresponding to the excavator's operating mode, step S1 in Figure 1 may include: in response to the excavator's current operating mode being the operating mode, obtaining multiple sets of raw noise data from the excavator's engine speed sensor 611, bucket hinge force sensor 612, boom cylinder pressure sensor 613, stick cylinder pressure sensor 614, and bucket cylinder pressure sensor 615. Step S5 in Figure 1 may include: in response to the excavator's current operating mode being the operating mode, sending the sound-generating device drive signal to the fourth speaker 24.

[0179] Figure 8 is a schematic diagram of the signal relationship applied to a crane according to an embodiment of the noise active control system of this disclosure. Figure 9 is a structural schematic diagram of the crane's travel mode applied to an embodiment of the noise active control system of this disclosure. Figure 10 is a structural schematic diagram of the crane's operation mode applied to an embodiment of the noise active control system of this disclosure. Referring to Figures 8-10, in some embodiments, the engineering vehicle is a crane, the noise suppression area includes the crane's cab EC3 and operator's cab CR, and the error microphone 3 includes a third error microphone 33 located in the crane's cab EC3 and a fourth error microphone 34 located in the operator's cab.

[0180] The noise-suppressing sound-generating device 2 includes: two fifth speakers 25, a sixth speaker 26, a seventh speaker 27, and two eighth speakers 28. The two fifth speakers 25 are located on the left and right doors of the crane's cab EC3, respectively. The sixth speaker 26 is located on the ceiling of the crane's cab EC3. The seventh speaker 27 is located on the ceiling of the operator's cab CR. The two eighth speakers 28 are located on the left and right sides of the seat in the operator's cab CR, respectively.

[0181] Based on this, corresponding to the crane's travel mode, step S1 in Figure 1 may include: in response to the crane's current operating mode being travel mode, obtaining multiple sets of raw noise data from the fan speed sensor 621, shaft vibration sensor 622, engine speed sensor 623, and gear position sensor 624 in the crane. Step S5 in Figure 1 may include: in response to the crane's current operating mode being the travel mode, sending the sound-generating device drive signal to the two fifth speakers 25 and the sixth speaker 26.

[0182] Based on this, corresponding to the crane's operating mode, step S1 in Figure 1 may include: in response to the crane's current operating mode being the operating mode, obtaining multiple sets of raw noise data from the crane's fan speed sensor 621, engine speed sensor 623, main pump pressure sensor 625, crane tilt sensor 627, motor reducer noise sensor 626, boom displacement sensor 627, and hoist noise sensor 629. Step S5 in Figure 1 may include: in response to the crane's current operating mode being the operating mode, sending the sound-generating device drive signal to the seventh speaker 27 and the two eighth speakers 28.

[0183] The embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0184] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A noise active control method for noise control in the noise suppression area of ​​engineering vehicles, comprising: Based on the current working mode of the engineering vehicle, obtain at least two sets of raw noise data from different sources for the engineering vehicle; Based on at least two sets of raw noise data, perform partial coherence analysis on each set of raw noise data to obtain decoupled noise data for each set after removing the influence of other sets of raw noise data. Generate active noise reduction signals corresponding to each set of decoupled noise data; The sound-generating device driving signal is generated based on the active noise reduction signal corresponding to each set of decoupled noise data. According to the current working mode, the driving signal of the sound-generating device is sent to the noise-suppressing sound-generating device located in or near the noise-suppressing area, so that the noise-suppressing sound-generating device emits sound waves that suppress noise in the noise-suppressing area.

2. The active noise control method according to claim 1, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle include: Receive at least two sets of raw noise data from the sound source and / or reference microphone in the engineering vehicle.

3. The active noise control method according to claim 2, wherein, The sound source includes at least one of an engine, fan, gearbox, hydraulic pump, tire, road surface excitation, and operating mechanism.

4. The active noise control method according to any one of claims 1-3 further includes: Based on the received working mode selection instruction of the engineering vehicle, determine the current working mode of the engineering vehicle; or Based on the current working condition of the engineering vehicle, determine the current working mode of the engineering vehicle.

5. The active noise control method according to any one of claims 1-4, further comprising: Obtain the first error noise signal collected by the error microphone located in or near the noise suppression area in the engineering vehicle; Feedback control is performed on the driving signal of the sound-generating device based on the first error noise signal to reduce the sound pressure level of the noise suppression area.

6. The active noise control method according to claim 5, wherein, The step of feedback control of the sound-generating device drive signal based on the first error noise signal includes: The sound signal emitted by the noise-suppressing sound-generating device is propagated to the error microphone and superimposed with the first error noise signal to obtain a second error noise signal that suppresses interference. The second error noise signal is subjected to signal processing from analog signal to digital signal; The sound-generating device drive signal is fed back and controlled according to the first processed signal obtained by signal processing. The sound-generating device drive signal adjusted by feedback control is processed from digital signal to analog signal and then sent to the noise-suppressing sound-generating device.

7. The active noise control method according to claim 6, wherein, The steps of performing signal processing on the second error noise signal from analog to digital signal include: The second error noise signal is converted from analog to digital to obtain a digital signal; The digital signal is low-pass filtered; The digital signal that has undergone low-pass filtering is downsampled to obtain the first processed signal.

8. The active noise control method according to claim 7, wherein, The steps for converting the feedback-controlled adjusted drive signal of the sound-generating device from a digital signal to an analog signal include: The drive signal of the sound-generating device, which has been adjusted by feedback control, is upsampled; The upsampled driving signal of the sound-generating device is low-pass filtered; The driving signal of the sound-generating device after low-pass filtering is converted from digital to analog.

9. The active noise control method according to any one of claims 5-8, wherein, The engineering vehicle is a loader, the noise suppression area includes the loader's cab, the error microphones include two first error microphones located on the left and right sides of the driver's seat headrest, and the noise suppression sound-generating device includes: Two primary speakers are located on the left and right sides of the driver's seat headrest, respectively; A second speaker is located in the ceiling of the loader's cab; and The third speaker is located on the right A-pillar of the loader's cab.

10. The active noise control method according to claim 9, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the loader's current operating mode being driving mode, two sets of raw noise data are obtained from two reference microphones located on the front and rear sides of the loader's cab, respectively. The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the loader's current working mode being the driving mode, sending the sound-generating device drive signal to the two first speakers.

11. The active noise control method according to claim 9 or 10, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the loader's current operating mode being driving + working mode, two sets of raw noise data are obtained from two reference microphones located diagonally on the front and rear sides of the loader's cab, respectively, as well as raw noise data from a vibration sensor at the bottom of the loader's cab. The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the current working mode of the loader being the driving + operation mode, sending the sound-generating device drive signal to the two first speakers, the second speaker, and the third speaker.

12. The active noise control method according to any one of claims 5-8, wherein, The engineering vehicle is an excavator, the noise suppression area includes the excavator's cab, the error microphone includes a second error microphone located on the left or right side of the driver's seat headrest, and the noise suppression sound-generating device includes: The fourth speaker is located in the upper rear of the interior of the excavator's cab.

13. The active noise control method according to claim 12, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the excavator's current operating mode being driving mode, two sets of raw noise data are obtained from the excavator's engine speed sensor and main pump pressure sensor; The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the excavator's current working mode being the driving mode, sending the sound-generating device drive signal to the fourth speaker.

14. The active noise control method according to claim 12 or 13, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the current working mode of the excavator being the operation mode, multiple sets of raw noise data are obtained from the engine speed sensor, bucket hinge force sensor, boom cylinder pressure sensor, stick cylinder pressure sensor and bucket cylinder pressure sensor in the excavator. The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the excavator's current working mode being the operation mode, sending the sound-generating device drive signal to the fourth speaker.

15. The active noise control method according to any one of claims 5-8, wherein, The engineering vehicle is a crane, the noise suppression area includes the crane's cab and operator's cab, the error microphones include a third error microphone located in the crane's cab and a fourth error microphone located in the operator's cab, and the noise suppression sound-generating device includes: Two fifth speakers are located on the left and right doors of the crane's cab, respectively; A sixth speaker is located in the ceiling of the crane's cab; A seventh loudspeaker is located in the ceiling of the control room; and Two eighth speakers are located on the left and right sides of the seat in the control room, respectively.

16. The active noise control method according to claim 15, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the crane's current operating mode being driving mode, multiple sets of raw noise data are obtained from the crane's fan speed sensor, shaft vibration sensor, engine speed sensor, and gear sensor. The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current working mode includes: in response to the current working mode of the crane being the driving mode, sending the sound-generating device drive signal to the two fifth speakers and the sixth speaker.

17. The active noise control method according to claim 15 or 16, wherein, The steps for obtaining at least two sets of raw noise data from different sources for the engineering vehicle, based on the vehicle's current operating mode, include: In response to the crane's current operating mode being the control mode, multiple sets of raw noise data are obtained from the crane's fan speed sensor, engine speed sensor, main pump pressure sensor, crane tilt angle sensor, motor reducer noise sensor, boom displacement sensor, and winch noise sensor. The step of sending the sound-generating device drive signal to the noise-suppressing sound-generating device located within or near the noise-suppressing area according to the current operating mode includes: in response to the crane's current operating mode being the operation mode, sending the sound-generating device drive signal to the seventh loudspeaker and the two eighth loudspeakers.

18. An active noise control system for noise control in noise suppression areas of engineering vehicles, comprising: A noise-suppressing sound-generating device is located within or near the noise-suppressing area; and The controller, which is signal-connected to the noise-suppressing sound-generating device, is configured to perform the active noise control method according to any one of claims 1-17.

19. The active noise control system according to claim 18, wherein, The engineering vehicle includes an operation panel, and the controller is signal-connected to the operation panel and configured to determine the current operating mode of the engineering vehicle based on the operating mode selection command received from the operation panel.

20. The active noise control system according to claim 18 or 19, further comprising: An error microphone is located within or near the noise suppression area. The controller is connected to the error microphone and is configured to obtain a first error noise signal collected by the error microphone, and to perform feedback control on the driving signal of the sound-generating device based on the first error noise signal, so as to reduce the sound pressure level of the noise suppression area.

21. An engineering vehicle, comprising: The active noise control system according to any one of claims 18-20.

Images