CN110751939B - Regional personalized automobile active noise control system - Google Patents

Abstract

The invention discloses a regional personalized automobile active noise control system, which relates to the automobile active noise control technology and comprises an engine rotating speed sensor, a master control unit, a mobile interaction module, a plurality of regional sub-control units, and a microphone preamplifier, a microphone, a seat left loudspeaker, a seat right loudspeaker, a left power amplifier and a right power amplifier which are matched with each regional sub-control unit. The mobile interaction module is used for selecting required control effect modes by different seat passengers in the vehicle, the main control unit determines the control order and the target amplitude of the head area of each seat according to the effect mode requirements of each passenger, and the area sub-control unit executes the order control scheme of the main control unit to generate control signals of the loudspeakers of each seat. The invention can realize various optional control effects in the head area of each seat and meet the individual sound requirements of different passengers in the vehicle.

Description

Regional Personalized Vehicle Active Noise Control System

technical field

The invention relates to an automobile active noise control technology, and provides an automobile active noise control system capable of realizing various optional control effects in the head area of each seat and meeting the personalized sound needs of different occupants in the vehicle.

Background technique

Vehicle interior noise control technology can be divided into passive control and active control. Passive noise control mainly adopts the method of installing sound insulation and sound absorption materials on the car. The noise reduction frequency band is limited, and to a certain extent, it increases the quality of the car and increases the energy consumption of the car. In the 1990s, people began to develop the Active Noise Control (ANC) system in the car. This technology has the advantages of wide control frequency band, small mass, flexible layout, and targeted control. Currently, it is used in some high-end models (mostly Passenger cars) have been installed and practical.

The existing ANC system arranges microphones in several positions in the car (such as the headrest of the seat or the roof corresponding to the passenger's head), the speakers are shared with the original audio system, and the control system adopts centralized control. The noise reduction area is realized near the position. The characteristic of this centralized control ANC is that the control effect of all control areas is the same. In other words, the occupants in different seats in the car can experience the same auditory effect. However, including the driver, there are often more than one person in the car. Due to differences in age, occupation, and gender, their preferences for the sound in the car have diverse characteristics. Obviously, the existing centralized ANC system cannot meet the different sound preferences of the occupants in the same car, and such differentiated sound needs often exist in actual driving situations. For example, if a young male driver is driving a vehicle, he likes loud, exciting and sporty sounds. If an elderly person is in the same car, he may feel insecure about this sound and have certain discomfort.

For a long time, people have been very concerned about the noise inside the car. In the 1990s, the concept of sound quality was introduced internationally to study the problem of vehicle noise. Researchers use many descriptors to describe and subjectively evaluate the noise inside the car. Through a large number of sound quality evaluation experiments and principal component statistical analysis, people realize that there are several dimensions of auditory experience space for the sound inside the car. The senses are orthogonal to each other, which is the essential auditory attribute of the sound in the car. The generally accepted point of view is that the interior sound of a car contains three independent essential hearing attributes of comfort, power and movement. Correspondingly, the hearing preferences of drivers and passengers on the sound in the car can also be divided into three types: comfort type, power type and sporty type.

There are multiple sources of sound in the car, mainly from the engine, road/tyres, and wind noise. Among them, the engine noise has an important contribution, and its composition is directly related to the engine speed, so it can well reflect the motion state of the car, and it is important for the car The occupant plays a leading role in forming the auditory experience of the sound in the car. Based on the above reasons, most of the ANC systems currently installed in vehicles use the engine sound as the controlled object to actively offset the ignition order infrasound to achieve the purpose of reducing the noise in the car, but the auditory effect after the control is single, and The sense of hearing of the personnel in each position is also the same.

Contents of the invention

In order to solve the defect that the existing centralized ANC has a single control effect and cannot satisfy the voice preferences of different seat occupants in the car at the same time, an ANC system with a distributed control architecture is provided. The engine sound is the control object, and the total control unit is based on Different sound mode requirements of different seat occupants in the car, real-time determination of the control order numbers and their target amplitudes of each area, the regional sub-control unit executes the order control scheme of the general control unit, and obtains sound patterns at different seat positions in the car Different active control effects.

The present invention is achieved through the following technical solutions:

A regional personalized active noise control system in a vehicle, including an engine speed sensor, a general control unit, a mobile interaction module, several regional sub-control units, and a microphone preamplifier, a microphone, and a seat that are matched with each regional sub-control unit Left speaker, seat right speaker, left power amplifier and right power amplifier;

The mobile interaction module is used for the occupant to select the required control effect mode, and output the effect mode selection signal to the master control unit;

According to the input engine speed signal and effect mode selection signal, the total control unit determines the control order number and the expected amplitude after control of each area, constructs the target signal of the corresponding area, and converts the control order number and target signal Output to the corresponding regional sub-control unit;

The regional sub-control unit generates seat speaker control signals for each region according to the engine speed signal and the control order number and target signal input by the general control unit.

Further, the mobile interactive module includes a mobile phone and an interactive signal receiver;

The mobile phone is connected to the interactive signal receiver in a wireless transmission mode, and the output end of the interactive signal receiver is electrically connected to an input end of the general control unit in a wired manner;

The mobile phone is equipped with a control effect mode selection application program, and each seat occupant selects a desired effect mode through the program interaction interface, and the application program analyzes and processes the operation signal of the occupant, and outputs an effect mode selection signal including the selection intention;

The interaction signal receiver wirelessly receives the effect mode selection signals sent by the mobile phone, and sends them to the master control unit in a wired manner.

Further, the total control unit includes an effect rule library, a control order selector and a target signal generator;

The total control unit has two input terminals, one is connected to the engine speed sensor, and the other is connected to the interactive signal connector; the number of output terminals of the total control unit is equal to the number of regional sub-control units, each output terminal is connected to the One input connection of the zone sub-control unit;

The control order selector determines the control order number of each area according to the input engine speed signal and the effect selection mode signal in comparison with the rules of the effect rule base, and outputs it to the reference signal generator of the corresponding area sub-control unit;

According to the control order selected by the control order selector, the target signal generator determines the amplitude of each control order according to the rules of the effect rule base, generates the target signal of each area, and outputs it to the corresponding area sub-control The unit's deviation signal generator;

Described target signal is formed by superposition of several sinusoidal signals, and the frequency of sinusoidal signal is c times of engine rotation frequency, and c is the control order sequence number, and the amplitude of sinusoidal signal is determined by target signal generator according to effect rule storehouse;

The effect rule library is composed of control order numbers and amplitude selection rules of the engine in various effect modes in different speed ranges, which are pre-designed and formulated according to the engine type and acoustic characteristics, as a real-time selection control order and determination amplitude basis.

Further, the number of regional sub-control units is the same as the number of seats in the vehicle, and each regional sub-control unit includes an A/D converter, a reference signal generator, a controller coefficient module, a D/A converter, a microphone position compensator, Deviation signal generator and update algorithm modules.

Further, the reference signal generator is respectively connected with the engine speed signal sensor and the control order selector of the overall control unit, and generates signals of each control order with equal amplitudes according to the input engine speed signal and the control order sequence number signal. The sinusoidal signals are superimposed to obtain a reference signal, which is output to the controller coefficient module.

Further, the microphone position compensator is responsible for compensating the acoustic channel between the microphone arrangement point and the center of the target control area, so as to ensure that the target position of the area sub-control unit is the center of the occupant's head activity area, rather than the actual microphone arrangement point; The microphone position compensator inputs the acoustic signal of the microphone arrangement point, and outputs the estimated acoustic signal of the center of the target control area after channel compensation processing.

Further, the deviation signal generator is respectively connected with the microphone position compensator and the target signal generator transmitted by the total control unit, and the two input signals are subtracted to obtain the deviation signal, and the output terminal of the deviation signal generator is connected with the update algorithm module connect;

The two inputs of the update algorithm module are respectively a reference signal and a deviation signal, the update criterion of the controller coefficient is to minimize the deviation signal, the update algorithm module updates the controller coefficient in real time, and outputs it to the controller coefficient module;

The controller coefficient module processes the input reference signal to obtain a loudspeaker control signal, which is output to the left power amplifier and the right power amplifier after passing through the D/A converter.

Beneficial effects: compared with the prior art, the present invention has the following innovations and significant advantages:

1) The distributed control architecture is adopted. The main control unit can provide different control schemes for different seat positions, and the sub-control units in different areas can generate different speaker control signals to realize the differentiation of control effects in different areas in the car.

2) The occupants of all seat positions in the car can select the control effect mode of the system through the mobile phone according to their preference for the interior sound, and obtain the selected auditory effect in the seat head area.

3) It can take into account the sound preferences of different groups with one car model, and at the same time meet the different sound needs of different seat occupants in the same car, optimize the regional acoustic environment in the car individually, and improve the driving quality and experience of the car.

Description of drawings

The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

Figure 1 is a structural diagram of a regional personalized vehicle active noise control system;

Figure 2 is a layout diagram of the microphone;

Figure 3 is a layout diagram of the left and right speakers of the seat;

Fig. 4 is a structural diagram of the total control unit in Fig. 1;

Fig. 5 is a structural diagram of the sub-control unit in Fig. 1;

FIG. 6 is a structural diagram of a regional personalized active noise control system for a 5-seater passenger car according to an embodiment of the present invention;

Figure 7 is a selection diagram of regional control effects;

Fig. 8 is a structural diagram of the sub-control unit based on the least mean square algorithm.

Reference signs are as follows: 1-engine speed sensor, 2-general control unit, 3-mobile interactive module, 3A-mobile phone, 3B-interactive signal receiver, 4-area sub-control unit, 4A-area 1 sub-control unit, 4B - Zone 2 sub-control unit, 4C- Zone 3 sub-control unit, 4D- Zone 4 sub-control unit, 4E- Zone 5 sub-control unit, 5- Microphone preamplifier, 5A- Microphone 1 preamplifier, 5B- Microphone 2 Preamplifier, 5C-Microphone 2 Preamplifier, 5D-Microphone 4 Preamplifier, 5E-Microphone 5 Preamplifier, 6-Microphone, 6A-Microphone 1, 6B-Microphone 2, 6C-Microphone 3, 6D-Microphone 4, 6E-microphone 5, 7-seat left speaker, 7A-seat 1 left speaker, 7B-seat 2 left speaker, 7C-seat 3 left speaker, 7D-seat 4 left speaker, 7E-seat 5 left speaker, 8-seat right speaker, 8A-seat 1 right speaker, 8B-seat 2 right speaker, 8C-seat 3 right speaker, 8D-seat 4 right speaker, 8E-seat 5 right speaker , 9-left power amplifier, 9A-left power amplifier 1, 9B-left power amplifier 2, 9C-left power amplifier 3, 9D-left power amplifier 4, 9E-left power amplifier 5, 10-right power amplifier, 10A- Right Power Amp 1, 10B-Right Power Amp 2, 10C-Right Power Amp 3, 10D-Right Power Amp 4, 10E-Right Power Amp 5, 11-Effect Rule Library, 12-Control Order Selector, 13-Target Signal Generator, 14-A/D Converter, 15-Reference Signal Generator, 16-Controller Coefficient Module, 16A-Left Controller Coefficient Module, 16B-Right Controller Coefficient Module, 17-D/A Converter, 17A-left D/A converter, 17B-right D/A converter, 18-A/D converter, 19-microphone position compensator, 20-bias signal generator, 21-update algorithm module, 21A-left update Algorithm module, 21B-right update algorithm module, 22A-left speaker to microphone channel model, 22B-right speaker to microphone channel model.

Detailed ways

As shown in accompanying drawing 1, the regional individualized active noise control system in the vehicle of the present invention comprises: engine speed sensor 1, total control unit 2, mobile interaction module 3, J regional sub-control units (J and seat in the car The number of chairs is equal), and the microphone preamplifier 5, microphone 6, seat left speaker 7, seat right speaker 8, left power amplifier 9 and right power amplifier 10 are matched with each regional sub-control unit.

The engine speed sensor is installed at the front end of the crankshaft or the camshaft of the engine, and the output end is not only electrically connected with an input end of the main control unit, but also electrically connected with an input end of each sub-control unit.

There are J microphones in total, and a microphone is installed on the roof corresponding to each seat in the car, and the microphone position is located above the center of the occupant's head activity area, as shown in Figure 2. The microphone is electrically connected to the input end of the microphone preamplifier, and the output end of the microphone preamplifier is electrically connected to an input end of the general control unit and the regional sub-control unit respectively. Loudspeaker has 2J, is installed in the left and right sides of each seat headrest, as shown in accompanying drawing 3. The loudspeaker is electrically connected to the output end of the power amplifier, and the input end of the power amplifier is electrically connected to the output end of the regional sub-control unit.

The mobile interaction module 3 is responsible for the occupant to select the required control effect mode, and output the mode selection signal to the general control unit. The mobile interactive module is composed of a mobile phone 3A and an interactive signal receiver 3B. The mobile phone and the interactive signal receiver are connected by wireless transmission, and the output end of the interactive signal receiver is electrically connected with an input end of the general control unit. The mobile phone is equipped with a control effect mode selection application program, and each seat occupant selects the desired effect mode through the program interaction interface, and the application program analyzes and processes the occupant's operation signal to obtain the effect mode selection signal including the selection intention. The interactive signal receiver wirelessly receives the mode selection signals transmitted by the mobile phone, and sends them to the master control unit in a wired manner.

The total control unit 2 has two input ends, one is connected with the engine speed sensor, and the other is connected with the output end of the interactive signal connector. The number of output ports of the total control unit is equal to the number of regional sub-control units, and each output port is connected to an input port of the corresponding regional sub-control unit.

The total control unit 2 determines the control order number of the system in each area and their expected amplitude after control according to the input engine speed signal and effect mode selection signal, constructs the relevant target signal, and sets the control order number and target The signal is sent to the corresponding regional sub-control unit.

As shown in FIG. 4 , the overall control unit 2 includes: an effect rule library 11 , a control order selector 12 and a target signal generator 13 .

The control order selector 12 is connected with the engine speed sensor, the interactive signal connector and the effect rule base 11 respectively. The control order selector 12 determines the control order number of each area according to the input engine speed and the effect selection mode, and compares the rules of the effect rule base 11, and outputs the order number signal to the reference of the corresponding area sub-control unit signal generator.

The target signal generator 13 is connected to the control order selector 12 and the effect rule library 11 respectively. The target signal generator 13 further determines the amplitude of each control order according to the order of the control order selected by the order selector, and compares the rules of the effect rule library, constructs the target signal of each area, and outputs it to the sub-controller of the corresponding area. Unit's deviation signal generator.

The target signal is formed by the superposition of sinusoidal signals of each control order, the frequency of the sinusoidal signal is c times the engine rotation frequency, c is the control order number, and the amplitude of the sinusoidal signal is determined by the target signal generator against the effect rule base. For example, if the control order selector selects i, j, k as the control order number (the order number and the specific number are set according to the actual situation), and the engine speed is p (r/min), then the target signal generator generates The target signal g(n) can be expressed as

In the above formula, n is a discrete time series, A _i , A _j , A _k are the amplitudes of the corresponding orders, different spectral shapes can be obtained by setting different amplitudes, and the spectral shape of the target signal is the expected sound effect of a certain selection spectrum shape.

The effect rule library 11 is composed of control order numbers and amplitude selection rules of the engine in various effect modes in different speed ranges. It is pre-designed and formulated according to the engine type and acoustic characteristics, and is used as the total control unit to select the control order and determine it in real time. Basis for magnitude. Table 1 is the effect rule base equipped with a 4-cylinder engine. It is worth noting that for different models and engines, these rules have a lot of design space, and they are not necessarily the same, and can be designed and matched according to the characteristics of different models and engines.

Table 1 Control effect rule base (equipped with 4-cylinder engine)

The number of regional sub-control units is equal to the number of seats in the vehicle, and its function is to generate seat speaker control signals for each region. As shown in accompanying drawing 5, regional sub-control unit comprises: A/D converter 14 and 18, reference signal generator 15, controller coefficient module 16, D/A converter 17, microphone position compensator 19, deviation signal generation device 20 and update algorithm module 21.

The reference signal generator 15 is respectively connected with the engine speed signal sensor and the control order selector of the total control unit, and generates sinusoidal signals of each control order with equal amplitudes according to the input engine speed signal and the control order ordinal signal, and the They are superimposed to obtain a reference signal, which is output to the controller coefficient module. For example, if the control order selector determines i, j, k as the control order number (the number of orders and the specific number are set according to the actual situation), and the engine speed is p (r/min), then the reference signal generator constructs The reference signal x(n) can be expressed as

The microphone position compensator 19 is responsible for compensating the acoustic channel between the microphone arrangement point and the center of the target control area, so as to ensure that the target position of the regional sub-control unit is the center of the occupant's head activity area, rather than the actual microphone arrangement point. The microphone position compensator inputs the acoustic signal of the microphone arrangement point, and outputs the estimated acoustic signal of the center of the target control area after channel compensation processing.

The deviation signal generator 20 is responsible for generating a deviation signal between the estimated acoustic signal of the area center and the target signal, indicating the degree of deviation between the acoustic signal of the area center and the target signal. The deviation signal generator is respectively connected with the microphone position compensator and the target signal generator transmitted by the total control unit, subtracting the two input signals to obtain a deviation signal, and the output end of the deviation signal generator is connected with the updating algorithm module.

The update algorithm module 21 is responsible for updating the controller coefficients in real time, and transmits the obtained controller coefficients to the controller coefficient module. The two inputs of the update algorithm module are the reference signal and the deviation signal, and the criterion for controlling the update of the coefficients is to minimize the deviation signal. The feature of this update criterion is that when the controller coefficients converge, the acoustic signal in the center of the area after the active control will converge to the target signal, and each position will get its own expected spectrum shape, so as to achieve personalized control in the seat head area Effect.

The controller coefficient module 16 is responsible for processing the input reference signal to obtain the speaker control signal, which is output to the power amplifier after passing through the D/A converter.

The implementation process of the present invention will be introduced below by taking a passenger car equipped with a regional individualized active noise control system as an example. The car is equipped with a 4-cylinder 4-stroke engine and has 5 seats, 2 in the front row and 3 in the rear row. The system can provide three control sound effects for the head areas of the five seat occupants in the car: comfort type, power type, and sports type. All occupants can choose the desired sound effect mode through the mobile phone application.

As shown in Figure 6, the components of the system are: engine speed sensor 1, general control unit 2, mobile interaction module 3, sub-control units 4A-4E for areas 1-5, microphone preamplifiers 5A-4 for areas 1-5 5E, zone 1-5 microphone 6A-6E, zone 1-5 left speaker 7A-7E, zone 1-5 right speaker 8A-8E, zone 1-5 left power amplifier 9A-9E, zone 1-5 right power amplifier 10A ~10E.

The five microphones are arranged one by one on the roof above the five front and rear seats, and are electrically connected to the microphone preamplifier, and the output end of the microphone preamplifier is connected to an input end of the corresponding regional sub-control unit.

A left speaker and a right speaker are installed on both sides of the headrests of the 5 seats, which are respectively driven by the left power amplifier and the right power amplifier. The input of the two power amplifiers comes from the speaker control signal output of the corresponding regional sub-control unit.

The input of the general control unit is the engine speed signal and the sound effect mode selection signal. According to these two inputs and the preset effect rule library, the specific control steps of the five control areas are respectively processed by the step number selector and the target signal generator. The order number and the expected target signal are transmitted to the corresponding regional sub-control units to guide them to obtain their respective expected control effects in different regions.

In the example shown in FIG. 7 , the control effects selected by each seat occupant from areas 1 to 5 are power type, comfort type, sport type, comfort type and power type respectively. If the engine speed is 2400rpm at this time, according to Table 1, the control order numbers of sub-control units in areas 1 to 5 are (2, 2.5, 3.5), (2), (8, 9.5, 10, 12), ( 2) and (2,2.5,3.5), the target signals in each region are

g ₁ (n)＝0.8sin160πn+1.2sin200πn+1.5sin280πn

g ₂ (n)＝0.2sin160πn

g ₃ (n)＝1.4sin640πn+1.4sin760πn+1.6sin800πn+1.8sin960πn

g ₄ (n)＝0.2sin160πn

g ₅ (n)＝0.8sin160πn+1.2sin200πn+1.5sin280πn

Each of the five control areas corresponds to a sub-control unit, and the hardware platform of the sub-control unit is a digital signal processing core board. As shown in accompanying drawing 8, the sub-control unit of this example adopts the operating framework based on the least mean square algorithm, specifically includes: A/D converter 14 and 18, reference signal generator 15, left controller coefficient module 16A, right control Transducer coefficient module 16B, left D/A converter 17A, right D/A converter 17B, microphone position compensator 19, deviation signal generator 20, left update algorithm module 21A, right update algorithm module 21B, left loudspeaker to microphone channel Model 22A and left speaker to microphone channel model 22B.

The reference signal generator is responsible for generating the reference signal of the sub-control unit. It has two input terminals, one input terminal receives the engine speed signal, and the other input terminal is connected to the main control unit to receive the control order number of the corresponding area. For the example of accompanying drawing 7, if the engine speed is 2400rpm, with reference to Table 1, the reference signals of sub-control units in areas 1 to 5 are respectively

x ₁ (n)＝sin160πn+sin200πn+sin280πn

x ₂ (n)=sin160πn

x ₃ (n)＝sin640πn+sin760πn+sin800πn+sin960πn

x ₄ (n)=sin160πn

x ₅ (n)＝sin160πn+sin200πn+sin280πn

The microphone position compensator performs channel compensation processing on the input microphone sound signal to obtain the estimated sound signal of the center of region i. The deviation signal generator is responsible for obtaining the deviation signal between the estimated sound signal and the target signal at the center of area i.

(

为左扬声器至传声器的通道模型，通过离线实测得到)滤波得到的信号，类似的，右更新算法模块的两个输入分别为偏差信号和参考信号经过

(右扬声器至传声器的通道模型)滤波的信号。The update algorithm modules 21A and 21B in this example adopt the least mean square algorithm for updating the controller coefficients of the left and right controller coefficient modules in real time. The left update algorithm module has two inputs, one is the deviation signal between the estimated acoustic signal of the center of the area and the target signal, and the other is the reference signal passed through

(

is the channel model from the left loudspeaker to the microphone, which is obtained by offline measurement) filtered signal, similarly, the two inputs of the right update algorithm module are the deviation signal and the reference signal respectively after

(channel model from the right speaker to the microphone) filtered signal.

滤波的矢量R_L(n)Taking the left update algorithm module as an example, if the length of the controller weight coefficient is K, the left controller coefficient vector W _L (n), the reference signal vector X(n) and X(n) can be defined through

Filtered vector R _L (n)

W _L (n)＝[w _L1 (n),w _L2 (n),...,w _LK (n)] ^T

X(n)=[x(n),x(n-1),...,x(n-K+1)] ^T

R _L (n)=[r(n),r(n-1),...,r(n-K+1)] ^T

The control objective of the regional sub-control unit is to minimize the sum of squares of the deviation e _i ′(n) between the center acoustic signal of the i-th region and the target signal, and the objective function is

J＝E[e _i ′ ² (n)]

Finding the minimum for J, starting from the principle of the steepest gradient descent method, the left controller coefficient update algorithm can be obtained

W _L (n+1)＝W _L (n)-2μR _L (n)e _i ′(n)

In the above formula, is the convergence coefficient of μ. Similarly, the algorithm for updating the coefficients of the right controller is

W _R (n+1)＝W _R (n)-2μR _R (n)e _i ′(n)

滤波的矢量。In the above formula, W _R (n) is the right controller coefficient vector, R _R (n) is the

Filtered vector.

After the reference signal is processed by the left and right controller coefficient modules, the control signals of the left and right speakers are obtained, and through the corresponding A/D converter and power amplifier, the left and right speakers on both sides of the seat are driven to emit corresponding secondary sounds. Since the goal of the controller update algorithm is to minimize the deviation signal, when the algorithm converges, through the active control of the left and right speakers, the spectral shape of the acoustic signal at the control point tends to the desired target signal, and finally obtains The spherical personalized sound effect area covers the frequent activity area of the occupant's head.

The working process of the present invention is as follows: each occupant selects the required control effect mode through the mobile phone application program, and the interactive signal receiver receives the effect mode selection signal in a wireless manner, and then outputs it to the control order selector in a wired manner. The control order selector determines the number of control orders according to the input engine speed signal and the effect mode selection signal, and compares with the selection rules of the effect mode rule library. The target signal generator determines the amplitude of each control order according to the input engine speed signal and the control order sequence number signal, and compares the selection rules of the effect mode rule base, and generates target signals for each control area.

The total control unit outputs the control order number signal and the target signal to each regional sub-control unit. The reference signal generator generates a reference signal according to the engine speed signal and the control order number signal. At the same time, the microphone position compensator performs channel compensation processing on the input microphone sound signal to obtain the estimated sound signal of the center of the control area. The deviation generator will input The estimated acoustic signal of the center of the control area is subtracted from the target signal to obtain the deviation signal. The update algorithm module updates the controller coefficients in real time according to the input reference signal and deviation signal, and transmits them to the controller coefficient module. The controller coefficient module processes the input reference signal to obtain the speaker control signal, which is amplified by the power amplifier and drives the left and right speakers of each seat to obtain the acoustic control effect selected by each occupant in the head area of each seat.

The described embodiment is a preferred implementation of the present invention, but the present invention is not limited to the above-mentioned implementation, without departing from the essence of the present invention, any obvious improvement, replacement or modification that those skilled in the art can make Modifications all belong to the protection scope of the present invention.

Claims (6)

1. An active noise control system in a regional individualized vehicle is characterized by comprising an engine rotating speed sensor, a master control unit, a mobile interaction module, a plurality of regional sub-control units, and a microphone preamplifier, a microphone, a seat left loudspeaker, a seat right loudspeaker, a left power amplifier and a right power amplifier which are matched with each regional sub-control unit;

the mobile interaction module is used for selecting a required control effect mode by a passenger and outputting an effect mode selection signal to the master control unit;

the master control unit determines the control order number and the controlled expected amplitude of each area according to the input engine rotating speed signal and the input effect mode selection signal, constructs a target signal of the corresponding area, and outputs the control order number and the target signal to the corresponding area sub-control unit;

the regional sub-control unit generates seat loudspeaker control signals of each region according to the engine rotating speed signal and the control order number and target signal input by the main control unit; the master control unit comprises an effect rule base, a control order selector and a target signal generator;

the master control unit is provided with two input ends, one input end is connected with the engine speed sensor, and the other input end is connected with the interactive signal connector; the number of the output ends of the main control unit is equal to that of the regional sub-control units, and each output end is connected with one input end of the corresponding regional sub-control unit;

the control order selector determines the control order number of each area according to the input engine rotating speed signal and the input effect selection mode signal and by contrasting the rules of the effect rule base, and outputs the control order number to the reference signal generator of the corresponding area sub-control unit;

the target signal generator determines the amplitude of each control order according to the control order sequence selected by the order selector and the rules of the effect rule base, generates a target signal of each area and outputs the target signal to the deviation signal generator of the corresponding area sub-control unit;

the target signal is formed by overlapping a plurality of sinusoidal signals, the frequency of the sinusoidal signals is c times of the rotation frequency of the engine, c is the control order number, and the amplitude of the sinusoidal signals is determined by a target signal generator according to an effect rule base;

the effect rule base is composed of control order numbers and amplitude selection rules of the engine in various effect modes in different rotating speed intervals, and is designed and formulated in advance according to the type and the acoustic characteristics of the engine and used as a basis for selecting the control order and determining the amplitude in real time.

2. The zone-personalized in-vehicle active noise control system according to claim 1, wherein the mobile interaction module comprises a cell phone and an interaction signal receiver;

the mobile phone is connected with the interactive signal receiver in a wireless transmission mode, and the output end of the interactive signal receiver is electrically connected with one input end of the master control unit in a wired mode;

the mobile phone is loaded with a control effect mode selection application program, each seat passenger selects a required effect mode through a program interaction interface, and the application program analyzes and processes the operation signals of the seat passenger and outputs an effect mode selection signal containing a selection intention;

the interactive signal receiver receives the effect mode selection signals sent by the mobile phone in a wireless mode and transmits the effect mode selection signals to the master control unit in a wired mode.

3. The zone-customized in-vehicle active noise control system according to claim 1, wherein the number of zone sub-control units is the same as the number of seats in the vehicle, each zone sub-control unit comprising an a/D converter, a reference signal generator, a controller coefficient module, a D/a converter, a microphone position compensator, a deviation signal generator and an update algorithm module.

4. The area-customized in-vehicle active noise control system according to claim 3, wherein the reference signal generator is connected to the engine speed signal sensor and the control order selector of the master control unit, respectively, generates sinusoidal signals of each control order with equal amplitude according to the input engine speed signal and the control order number signal, superimposes the sinusoidal signals to obtain a reference signal, and outputs the reference signal to the controller coefficient module.

5. The zonally personalized in-vehicle active noise control system of claim 3, wherein the microphone position compensator is responsible for compensating the acoustic channel between the microphone placement point and the center of the target control zone to ensure that the target position of the zone sub-control unit is the center of the occupant's head activity zone, and not the actual microphone placement point; the microphone position compensator inputs the sound signal of the microphone arrangement point, and outputs the sound signal estimated by the center of the target control area after channel compensation processing.

6. The active noise control system in the area-personalized vehicle as claimed in claim 3, wherein the deviation signal generator is connected with the microphone position compensator and the target signal generator transmitted by the master control unit, respectively, and subtracts the two input signals to obtain a deviation signal, and the output end of the deviation signal generator is connected with the update algorithm module;

the two inputs of the updating algorithm module are respectively a reference signal and a deviation signal, the updating criterion of the controller coefficient is a minimum deviation signal, and the updating algorithm module updates the controller coefficient in real time and outputs the controller coefficient to the controller coefficient module;

and the controller coefficient module processes the input reference signal to obtain a loudspeaker control signal, and the loudspeaker control signal is output to the left power amplifier and the right power amplifier after passing through the D/A converter.

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