Patent Grant
12149900
This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0175802, filed on Dec. 9, 2021, the disclosure of which is incorporated herein by reference in its entirety.
The present disclosure relates to an in-vehicle sound control device and a control method thereof, and in particular, a sound control device using active noise control and a control method thereof.
The content described below merely provides background information related to the present disclosure and does not constitute the prior art.
When a vehicle is traveling, noise occurs due to air and structural noise of the vehicle. For example, noise generated by an engine of a vehicle, noise generated by friction between the vehicle and a road surface, vibration transmitted through a suspension device, wind noise generated by wind, etc. are generated.
As a method for reducing such noise, there are a passive noise control method of installing a sound absorbing material that absorbs noise inside a vehicle, and an active noise control (ANC) method of using a noise control signal having a phase opposite to the phase of the noise.
Since the passive noise control method has limitations in adaptively removing various noises, research on the active noise control method is being actively conducted. In particular, a road-noise active noise control (RANC) method for removing road noise of a vehicle is attracting attention.
In order to perform an active noise control, an audio system of the vehicle generates a noise control signal which has the same amplitude as an internal noise of the vehicle and has a phase opposite to the phase of the internal noise, and outputs the noise control signal to the interior of the vehicle to cancel the internal noise.
The audio system of the vehicle can reproduce audio as well as eliminate the internal noise of the vehicle. For example, the audio system of the vehicle can output an audio signal related to music simultaneously with a noise control signal. Accordingly, an occupant can listen to only music without road noise.
However, since a conventional audio system simply mixes the noise control signal and the audio signal and outputs the mixed signal without considering other limitations, it may be difficult to efficiently eliminate noise or may cause a new problem.
For example, from a cognitive perspective, in order for a person to hear an audio signal mixed with noise well, the magnitude of the audio signal should be large. When the magnitude of an audio signal is constant, a person perceives the magnitude of the audio signal differently depending on the level of noise, which may make the person experience poor audio quality.
The conventional audio system equalizes the audio signal without considering the noise in the vehicle. That is, the conventional audio system outputs an audio signal with a constant magnitude for each frequency band. An occupant perceives the magnitude of the audio signal differently depending on the level of noise in the vehicle, which may make the occupant experience poor audio quality.
The information disclosed in the Background section above is to aid in the understanding of the background of the present disclosure, and should not be taken as acknowledgement that this information forms any part of prior art.
According to at least one aspect, the present disclosure provides a method for controlling a sound control device in a vehicle. The method comprises obtaining an error signal indicating residual noise in the vehicle, and an audio signal; calculating magnitudes of low frequency components of the error signal; adjusting magnitudes of low frequency components of the audio signal according to the magnitudes of the low frequency components of the error signal; and outputting the adjusted audio signal through a speaker.
According to at least another aspect, the present disclosure provides a sound control device. The sound control device comprises an acquisition unit configured to obtain an error signal indicating residual noise in the vehicle and an audio signal; a calculation unit configured to calculate magnitudes of low frequency components of the error signal; an adjustment unit configured to adjust magnitudes of low frequency components of the audio signal according to the magnitudes of the low frequency components of the error signal; and an output unit configured to output the adjusted audio signal through a speaker.
Hereinafter, some embodiments of the present disclosure will be described in detail with reference to exemplary drawings. With regard to the reference numerals of the components of the respective drawings, it should be noted that the same reference numerals are assigned to the same components even though they are shown in different drawings. In addition, in describing the present disclosure, a detailed description of a well-known configuration or function related to the present disclosure, which may obscure the subject matter of the present disclosure, will be omitted.
In addition, terms, such as “first”, “second”, “i)”, “ii)”, “a)”, “b)”, or the like, may be used in describing the components of the present disclosure. These terms are intended only for distinguishing a corresponding component from other components, and the nature, order, or sequence of the corresponding component is not limited by the terms. In the specification, when a unit ‘includes’ or ‘is provided with’ a certain component, it means that other components may be further included, without excluding other components, unless otherwise explicitly stated.
Each component of the device or method according to the present disclosure may be implemented as hardware or software, or a combination of hardware and software. In addition, the function of each component may be implemented as software and a microprocessor may execute the function of software corresponding to each component.
In view of the above, the present disclosure provides an active noise control method and device for improving the performance of active noise control in consideration of the relationship between a noise control signal and an audio signal, the characteristics of a noise signal, and the characteristics of a speaker, and the like.
Further, the present disclosure provides a sound control device and a control method thereof for improving the performance of active noise control by accurately modeling a noise transmission path using a virtual sensor and a virtual microphone.
In addition, the present disclosure provides a sound control device and a control method thereof for preventing the magnitude of an audio signal perceived by an occupant from being changed depending on the level of residual noise after active noise control.
Referring
The vehicle 10 includes a chassis on which accessories necessary for traveling are mounted, and an audio system that performs an active noise control.
The chassis of the vehicle 10 includes front wheels respectively provided on the left and right sides of the front of the vehicle 10 and rear wheels respectively provided on the left and right sides of the rear of the vehicle 10. The chassis of the vehicle 10 further includes an axle 160 as a power transmission unit. The chassis of the vehicle 10 also includes a suspension device 110. In addition, the vehicle 10 may further include at least one of a power unit, a steering unit, or a braking unit. Also, the chassis of the vehicle 10 may be coupled to a body of the vehicle 10.
The suspension device 110 is a device for alleviating vibration or impact of the vehicle 10. Specifically, a vibration due to a road surface is applied to the vehicle 10 while the vehicle 10 is traveling. The suspension device 110 alleviates vibration applied to the vehicle 10 using a spring, an air suspension, or the like. The suspension device 110 may improve the riding comfort of an occupant in the vehicle 10 through shock mitigation.
However, noise due to the suspension device 110 may be generated in the interior of the vehicle 10. Specifically, although the suspension device 110 can alleviate a large vibration applied to the vehicle 10, it is difficult to remove a minute vibration generated by the friction between the wheels 100 and the road surface. Such minute vibrations generate noise in the interior of the vehicle 10 through the suspension device 110.
Furthermore, noise generated by the friction between the wheels 100 and the road surface, noise generated by an engine, which is a power device, or wind noise generated by wind, etc. may flow into the interior of the vehicle 10.
To eliminate the internal noise of the vehicle 10, the vehicle 10 may include an audio system.
The audio system of the vehicle 10 may predict the internal noise from the vibration of the vehicle 10, and remove the internal noise of the vehicle 10 using a noise control signal which has the same amplitude as the amplitude of the noise signal with respect to the internal noise of the vehicle 10 and has a phase opposite to the phase of the noise signal.
To this end, the audio system includes an accelerometer 120, a microphone 130, a controller 140, and a speaker 150. The audio system may further include an amplifier (AMP).
The accelerometer 120 measures acceleration or vibration of the vehicle 10 and transmits a reference signal representing an acceleration signal to the controller 140. The reference signal is used to generate a noise control signal.
The accelerometer 120 may measure vibration generated by the friction between the wheels 100 and the road surface. To this end, the accelerometer 120 may be provided on the suspension device 110, a connecting mechanism connecting the wheels 100 and the axle 160, or a vehicle body.
The accelerometer 120 transmits a reference signal as an analog signal to the controller 140. Otherwise, the accelerometer 120 may convert the reference signal into a digital signal and transmit the converted digital signal to the controller 140.
The audio system may use at least one of a gyro sensor, a motion sensor, a displacement sensor, a torque sensor, or a microphone instead of the acceleration sensor to measure the vibration of the vehicle 10. That is, the audio system may include a sensing unit, and the sensing unit may include at least one of the acceleration sensor, the gyro sensor, the motion sensor, the displacement sensor, the torque sensor, or the microphone.
The microphone 130 detects a sound in the vehicle 10 and transmits a sound signal to the controller 140. For example, the microphone 130 may detect noise in the vehicle 10 and transmit a noise signal to the controller 140.
Specifically, the microphone 130 may measure a sound pressure of about 20 to 20 kHz, which is a human audible frequency band. The range of the measurable frequency of the microphone 130 may be narrower or wider.
In one exemplary embodiment, the microphone 130 may measure internal noise generated by the friction between the wheels 100 and the road surface.
When the noise control signal is output to the interior of the vehicle 10, the microphone 130 may measure the noise signal remaining in the interior of the vehicle 10 in an environment in which the internal noise of the vehicle 10 decreases by the noise control signal. The remaining signal is referred to as an error signal or a residual signal. The error signal may be used as information for determining whether the noise in the vehicle 10 is normally reduced or eliminated.
When an audio signal is output to the interior of the vehicle 10, the microphone 130 may measure the error signal and the audio signal together.
The microphone 130 may be provided on a headrest of a seat, a ceiling or an inner wall of the vehicle 10. The microphone 130 may be provided in a plurality of positions, or in the form of a microphone array.
The microphone 130 may be implemented as a capacitor type sensor. In order to intensively measure noise, the microphone 130 may be implemented as a directional microphone.
According to one exemplary embodiment of the present disclosure, the microphone 130 may operate as a virtual microphone generated at the position of an occupant's ear by the controller 140.
According to an algorithm such as least mean square (LMS) or filtered-x least mean square (FxLMS) known in the art, the controller 120 may determine coefficients of a adaptive filter (often referred to as W-filter) based on the error signal(s) and the reference signal(s). The noise control signal may be generated by an adaptive filter based on a reference signal or a combination of reference signals. When the noise control signal is output through the speaker 150 via the amplifier, the noise control signal has an ideal waveform, such that a destructive sound is generated near the occupant's ear and the microphone 130, wherein the destructive sound has the same amplitude as a road noise heard by passengers in the vehicle cabin and has an opposite phase to the phase of the road noise. The destructive sound from the speaker 150 is added together with the road noise in the vicinity of the microphone 130 in the vehicle cabin, thereby lowering the sound pressure level due to the road noise at this location.
The controller 140 may convert a reference signal and a noise signal, which are analog signals, into a digital signal, and generate a noise control signal from the converted digital signal.
The controller 140 transmits the noise control signal to the amplifier.
The amplifier receives the noise control signal from the controller 140 and an audio signal from an AVN (Audio, Video, Navigation) device.
The amplifier may mix the noise control signal and the audio signal, and output the mixed signal through a speaker. In addition, the amplifier may adjust the amplitude of the mixed signal using power amplifiers. The power amplifiers may include vacuum tubes or transistors for amplifying the power of the mixed signal.
The amplifier transmits the mixed signal to the speaker 150.
The speaker 150 receives the mixed signal, which is an electrical signal, from the amplifier, and outputs the mixed signal to the interior of the vehicle 10 in the form of a sound wave. Noise in the interior of the vehicle 10 may be reduced or eliminated by the output of the mixed signal.
The speaker 150 may be provided at a plurality of positions inside the vehicle 10.
The speaker 150 may output the mixed signal only to a specific occupant as needed. Specifically, the speaker 150 may cause constructive interference or destructive interference at the position of the specific occupant's ear by outputting the mixed signals of different phases at a plurality of positions.
Referring to
Hereinafter, the noise signal may be noise measured at various positions including the position of an occupant's ear.
The noise control signal is a signal for eliminating or attenuating the noise signal. The noise control signal is a signal that has the same amplitude as the noise signal and has an opposite phase to the phase of the noise signal.
The error signal is the residual noise measured after the noise signal is canceled by the noise control signal at the noise control point. The error signal can be measured by a microphone. When the microphone measures the error signal and the audio signal together, the audio system can identify the error signal since knowing the audio signal. In this case, the position of the microphone may be approximated to be the position of the occupant's ear, which is the noise control point.
Referring back to
The microphone 210 measures an acoustic signal in the vehicle. Here, the acoustic signal measured by the microphone 210 includes at least one of a noise signal, an error signal, or an audio signal.
When the noise control signal is being output to the interior the vehicle, the microphone 210 may measure the error signal. When an audio signal is being output to the interior of the vehicle, the microphone 130 may measure the error signal and the audio signal together.
The controller 220 generates a noise control signal according to the reference signal. The noise control signal is a signal having the same magnitude as that of the internal noise of the vehicle, and having a phase opposite to that of the internal noise. When the noise control signal is being output, the controller 220 may generate the noise control signal based on the reference signal and the error signal. When an audio signal is being output, the controller 220 may extract an error signal from the acoustic signal measured by the microphone 210 and generate a noise control signal based on the reference signal and the error signal.
Meanwhile, in the present specification, the magnitude of the signal may refer to any one of sound pressure, sound pressure level, energy, and power. Otherwise, the magnitude of the signal may refer to any one of an average amplitude, an average sound pressure, an average sound pressure level, an average energy, or an average power of the signal.
The controller 220 may independently control the noise control signal to be output regardless of whether the audio function of the AVN device 230 is operating. That is, the controller 220 may always operate in the driving situation of the vehicle. When the audio function of the AVN device 230 is turned on, the controller 220 may control the noise control signal and the audio signal to be output together. The controller 220 may control only the noise control signal to be output when the audio function of the AVN device 230 is turned off.
The controller 220 may be connected to other components of the audio system through an A2B (Automotive Audio Bus) interface.
Meanwhile, the AVN device 230 is installed in a vehicle and executes audio, video, and navigation programs according to a request of an occupant.
Specifically, the AVN device 230 may transmit an audio signal to the amplifier 240 using an audio signal transmitter 231. The audio signal transmitted to the amplifier 240 is output to the interior of the vehicle through the speaker 250. For example, when the AVN device 230 transmits an audio signal related to music to the amplifier 240 under the control of an occupant, the amplifier 240 and the speaker 250 may reproduce music according to the audio signal. In addition, the AVN device 230 may provide driving information of the vehicle, road information, or navigation information to the occupant using a video output device such as a display.
The AVN device 230 may communicate with an external device using a communication network supporting a mobile communication standard such as 3G (Generation), LTE (Long Term Evolution), or 5G. The AVN device 230 may receive information of nearby vehicles, infrastructure information, road information, traffic information, and the like through communication.
The amplifier 240 mixes the noise control signal and the audio signal, processes the mixed signal, and outputs the processed signal through the speaker 250. Otherwise, after processing the noise control signal or the audio signal, the amplifier 240 may mix the noise control signal and the audio signal.
The amplifier 240 may perform appropriate processing on the mixed signal in consideration of the characteristics of the noise control signal, the audio signal, or the speaker 250. For example, the amplifier 240 may adjust the magnitude of the mixed signal. To this end, the amplifier 240 may include at least one amplifier.
The amplifier 240 may feedback the processed signal to the controller 220.
The amplifier 240 according to one exemplary embodiment of the present disclosure may be configured integrally with the controller 220. As an example, the controller 220 and the amplifier 240 are integrally configured and may be provided in a headrest of a seat.
The controller 220 may generate a noise control signal for eliminating an error signal among various sounds in the vehicle using the processed signal.
The speaker 250 receives the processed signal from the amplifier 240 and outputs the processed signal to the interior of the vehicle. The internal noise of the vehicle may be eliminated or attenuated by the output of the speaker 250. The detailed description thereof will be given later.
The sensor 200, the microphone 210, the controller 220, the AVN device 230, the amplifier 240 and the speaker 250 may respectively correspond to the accelerometer 120, the microphone 130, the controller 140, the AVN device, the amplifier, and the speaker 150 described with reference to
Meanwhile, the audio system of the vehicle may diagnose whether the components malfunction. For example, the audio system may detect abnormal signals of the components, and determine that a failure of the controller 220 or the sensor 200 occurs.
Hereinafter, the components of the controller 220 and the amplifier 240 will be described in detail.
The controller 220 includes at least one of a first filter unit 221, a first analog-digital converter (ADC) 222, a second filter unit 223, a second ADC 224, and a control signal generator 225 or a control signal transmitter 226. The controller 220 may be implemented with at least one digital signal processor (DSP).
The first filter unit 221 filters a reference signal of the sensor 200. The first filter unit 221 may filter a signal of a specific band in the frequency band of the reference signal. For example, in order to filter the reference signal of a low frequency band, which is a major noise source in the vehicle, the first filter unit 221 may apply a low pass filter to the reference signal. Besides, the first filter unit 221 may apply a high pass filter to the reference signal.
The first ADC 222 converts a reference signal, which is an analog signal, into a digital signal. Specifically, the first ADC 222 may convert the reference signal filtered by the first filter unit 221 into a digital signal. To this end, the first ADC 222 may perform sampling on the reference signal. For example, the first ADC 222 may sample the reference signal at a sampling rate of 2 kHz. In other words, the first ADC 222 may apply down-sampling to the noise control signal. The first ADC 222 may convert the reference signal, which is an analog signal, into a digital signal by sampling the reference signal at an appropriate sampling rate.
The second filter unit 223 filters an acoustic signal of the microphone 210. The acoustic signal includes at least one of a noise signal, an error signal, or an audio signal. The second filter unit 223 may filter a signal of a specific band in the frequency band of the acoustic signal. For example, in order to filter the acoustic signal of the low frequency band, the second filter unit 223 may apply a low-pass filter to the acoustic signal. Besides, the second filter unit 223 may apply a high pass filter or a notch filter to the acoustic signal.
The second ADC 224 converts an acoustic signal, which is an analog signal into a digital signal. Specifically, the second ADC 224 may convert the acoustic signal filtered by the second filter unit 223 into a digital signal. To this end, the second ADC 224 may perform sampling on the acoustic signal. For example, the second ADC 224 may sample the acoustic signal at a sampling rate of 2 kHz. In other words, the second ADC 224 may apply down-sampling to the acoustic signal. The second ADC 224 may convert the acoustic signal, which is an analog signal, into a digital signal by sampling the acoustic signal at an appropriate sampling rate. Thereafter, the acoustic signal converted to the digital signal may be filtered by a high-pass filter.
Meanwhile, in
The control signal generator 225 generates a noise control signal based on the reference signal converted into a digital signal. The control signal generator 225 may generate a noise control signal further based on the error signal converted into a digital signal.
According to one exemplary embodiment of the present disclosure, the control signal generator 225 may generate a noise control signal using a Filtered-x Least Mean Square (FxLMS) algorithm. The FxLMS algorithm is an algorithm for eliminating structural-borne noises of a vehicle based on a reference signal. The FxLMS algorithm is characterized by using a virtual sensor. The FxLMS algorithm may control noise in consideration of a secondary path indicating a distance between the speaker 250 and the microphone 210. This will be described in detail with reference to
In addition, the control signal generator 225 may control the noise using an adaptive control algorithm. The controller 220 may use various algorithms such as Filtered-input Least Mean Square (FxLMS), Filtered-input Normalized Least Mean Square (FxNLMS), Filtered-input Recursive Least Square (FxRLS), and Filtered-input Normalized Recursive Least Square (FxNRLS).
The control signal generator 225 may receive a feedback signal processed by the amplifier 240 and generate a noise control signal that does not affect the output of the audio signal in consideration of the processed signal of the amplifier 240. Specifically, the microphone 210 may measure the error signal and the audio signal together. In this case, the control signal generator 225 may extract an error signal from the acoustic signal using the processed signal of the amplifier 240, and generate a noise control signal based on the extracted error signal and the reference signal. The generated noise control signal cancels out noise in the vehicle, but does not attenuate the audio signal.
The control signal transmitter 226 transmits the noise control signal generated by the control signal generator 225 to the amplifier 240.
The amplifier 240 includes at least one of a control buffer 241, a pre-processing unit 242, a first attenuation unit 243, an audio buffer 244, an equalizer 245, a calculation unit 246, and a second attenuation unit 247, a post-processing unit 248, or a Digital-Analog Converter (DAC) 249. The amplifier 240 may be implemented using at least one digital signal processor.
The control buffer 241 temporarily stores the noise control signal received from the controller 220. The control buffer 241 may transmit the noise control signal when the accumulated number of the noise control signal satisfies a predetermined condition.
Otherwise, the control buffer 241 may store the noise control signal and transmit the noise control signal at regular time intervals. The control buffer 241 transmits the noise control signal to the pre-processing unit 242 and the calculation unit 246.
The pre-processing unit 242 applies up-sampling or filtering to the noise control signal received from the control buffer 241. For example, the pre-processing unit 242 may up-sample the noise control signal at a sampling rate of 48 kHz. The pre-processing unit 242 may improve the control precision for the noise control signal through upsampling. In addition, when the noise control signal received from the controller 220 includes noise, the pre-processing unit 242 may eliminate the noise of the noise control signal through frequency filtering. The pre-processing unit 242 transmits the preprocessed noise control signal to the first attenuator 243.
The audio buffer 244 temporarily stores the audio signal received from the AVN device 230. The audio buffer 244 may transmit the audio signal when the accumulated number of the audio signal satisfies a predetermined condition. Otherwise, the audio buffer 244 may store the audio signal and transmit the audio signal at regular time intervals. The audio buffer 244 passes the audio signal to the equalizer 245.
The equalizer 245 adjusts the audio signal for each frequency band. Specifically, the equalizer 245 may divide the frequency band of the audio signal into a plurality of frequency bands, and may adjust the amplitude or phase of the audio signals corresponding to each frequency band. For example, the equalizer 245 may emphasize the audio signal of the low frequency band and weakly adjust the audio signal of the high frequency band. The equalizer 245 may adjust the audio signal according to the control of an occupant. The equalizer 245 transmits the adjusted audio signal to the calculation unit 246.
The calculation unit 246 calculates a control parameter based on the noise control signal received from the control buffer 241 and the audio signal received from the equalizer 245.
The calculation unit 246 may calculate control parameters based on a relationship between the noise control signal and the audio signal, a characteristic of the speaker 250, a characteristic of a noise signal or a characteristic of an error signal, and the like.
The control parameters may include a first attenuation coefficient for the noise control signal or a second attenuation coefficient for the audio signal. Further, the control parameters may include limit values for the range of the noise control signal or the audio signal. Besides, the control parameters may include various parameter values for active noise control.
The first attenuation unit 243 applies the first attenuation coefficient calculated by the calculation unit 246 to the noise control signal, and transmits the attenuated noise control signal to the post-processing unit 248. When the first attenuation coefficient is not calculated by the calculation unit 246, the first attenuation unit 243 passes the noise control signal.
The second attenuation unit 247 applies the second attenuation coefficient calculated by the calculation unit 246 to the audio signal, and transmits the attenuated audio signal to the post-processing unit 248. When the second attenuation coefficient is not calculated by the calculation unit 246, the second attenuation unit 247 passes the audio signal.
The noise control signal and the audio signal are mixed while being transmitted to the post-processing unit 248. That is, the mixed signal is input to the post-processing unit 248.
The post-processing unit 248 performs at least one of linearization or stabilization on the mixed signal. Here, the linearization and the stabilization are to post-process the mixed signal based on the mixed signal of the speaker 250 and the displacement limit.
The DAC 249 converts the post-processed signal that is a digital signal into an output signal that is an analog signal. The DAC 249 transmits the output signal to the speaker 250.
The speaker 250 outputs the output signal received from the DAC 249 in the form of sound waves. The speaker 250 may output the output signal to the interior of the vehicle. The output signal eliminates the noise inside the vehicle while audio according to the audio signal may be output to the interior of the vehicle.
Although it has been described with reference to
In addition, the controller 220 may control the noise for each seat. For example, the controller 220 may obtain reference signals from a plurality of sensors, obtain error signals from the microphones provided close to the position of a driver's ear, and generate the noise control signals output from the respective speakers based on a plurality of secondary paths from the points at which the noise control signals are generated to the position of the driver's ear through the plurality of speakers.
Referring to
Although the speaker 30 is expressed as a loudspeaker of a moving coil type in
The speaker 30 includes a lower plate 300, an upper plate 320, and a magnet 310 provided between the lower plate 300 and the upper plate 320. The lower plate 300 includes a pole piece 340 with a protruding center portion.
The magnet 310 and the upper plate 320 may be formed in a ring shape surrounding the pole piece 340. In addition, the voice coil 330 may be provided in a gap space between the pole piece 340 and the upper plate 320, and the voice coil 330 may be provided to be wound around the pole piece 340. The voice coil 330 is attached to a bobbin, and the bobbin may be fixed to the frame 360 through the suspension 350 having elasticity. The suspension 350 has a flexible property and may return the position of the voice coil 330.
The lower plate 300, the magnet 310, the upper plate 320, the voice coil 330, and the pole piece 340 form a magnetic circuit. The magnet 310 may be ferrite. When an alternating current is applied to the voice coil 330, the voice coil 330 generates a magnetic field. Here, the alternating current may be an output signal output by the amplifier. The pole piece 340 concentrates the magnetic field generated by the voice coil 330. The magnetic field generated by the voice coil 330 interacts with the magnetic field of the magnet 310. Due to this interaction, the voice coil 330 moves up and down. The force generated by the interaction between the DC magnetic flux of the magnet 310 and the AC magnetic flux of the voice coil 330 vibrates the voice coil 330 and the cone 370 to generate a sound. The movement of the voice coil 330 is referred to as displacement or excursion. The voice coil 330 generates vibration or oscillation in the cone 370 through the bobbin.
The cone 370 is connected to the frame 360 through the surround 380 having elasticity and vibrates by the voice coil 330. The cone 370 generates a sound while pushing air through vibration.
The dust cap 390 protects the cone 370 from foreign substances.
The displacement of the voice coil 330 is determined based on various parameters including the magnitude of the alternating current applied to the voice coil 330.
The displacement of the voice coil 330 has a physical limit due to the structure of the speaker 30. Furthermore, the displacement of the voice coil 330 in the speaker 30 may be limited by an external environment such as distortion of an input signal, heat generation, aging, or temperature of the speaker 30. The displacement of the voice coil 330 may be within a permissible displacement range by the output signal applied to the voice coil 330, but on the contrary, the displacement of the voice coil 330 may be outside the permissible displacement range by the output signal. This is called a saturation state. In this case, a signal to be output by the speaker 30 may be distorted or malfunction of the speaker 30 may occur.
In order to solve the above problem of the speaker 30, the amplifier according to one exemplary embodiment of the present disclosure may perform linearization and stabilization. The amplifier may apply linearization and stabilization to the output signal applied to the voice coil 330.
Specifically, the linearity of the speaker 30 means a linear relationship between the input signal of the speaker 30 and the displacement of the voice coil 330. Within the linear range of the voice coil 330, the displacement of the voice coil 330 may vary linearly with the magnitude of the input signal. On the other hand, when the voice coil 330 operates outside the linear range by the input signal of the speaker 30, the displacement of the voice coil 330 may not vary linearly with the magnitude of the input signal. In this case, the amplifier may control such that the linearity between the input signal and the displacement of the voice coil 330 is maintained outside the linear range of the voice coil 330.
The stabilization of the speaker 30 means correcting an eccentric position of the voice coil 330. The voice coil 330 may not be located at the exact center of the operating range. For example, the voice coil 330 may vibrate while its position is eccentric downward. In this case, the downward movement of the voice coil 330 may be restricted. At this time, the amplifier may apply an offset to the input signal of the speaker 30 in consideration of the eccentric position and the center of displacement of the voice coil 330.
The amplifier may maintain linearity between displacements of the voice coil 330 and maintain the center of the voice coil 330 by using linearization and stabilization.
When outputting sound pressure of the same magnitude, it is more difficult for the speaker 30 to output a low frequency signal than a high frequency signal. Specifically, the sound pressure representing the force pushing the air is proportional to the acceleration of the cone 370. When the input signal is a low frequency signal, the acceleration of the cone 370 according to the low frequency signal is lower than the acceleration of the cone 370 according to the high frequency signal. Accordingly, it is more difficult for the speaker 30 to output a low frequency signal than a high frequency signal.
In order to output a low frequency signal having the same sound pressure level as the sound pressure level of a high frequency signal, there is a method of making the amplitude of the low frequency signal greater than the amplitude of the high-frequency signal. In this case, however, the speaker 30 may malfunction due to heat generation of the voice coil 330 or excessive displacement of the voice coil 330. In the case of the excessive displacement of the voice coil 330, the low frequency signal may be distorted due to non-linearity within the speaker 30. Accordingly, the speaker 30 outputs an abnormal sound.
In addition, there is a method of increasing the size of the speaker 30 in order to output a low frequency signal having the same sound pressure level as the sound pressure level of a high frequency signal. As the size of the cone 370 is increased, the cone 370 can push an increased amount of air. However, there is a limit to installing a large speaker in a vehicle. In particular, when the speaker 30 is small like a headrest speaker, it is difficult for the speaker 30 to output a low frequency signal having a range of 20 to 500 kHz, which is the main frequency band of the noise control signal. When the audio system tries to forcibly output a low frequency signal that is difficult for the speaker 30 to output through the speaker 30, not only the low-frequency signal but also other signals within the frequency band of the low frequency signal may be distorted due to the non-linearity or saturation of the speaker 30.
When the audio system tries to forcibly output a low-frequency signal that is difficult to be output by the speaker 30 through the speaker 30, not only the low frequency signal but also other signals within the low frequency band may be distorted.
The audio system according to one exemplary embodiment of the present disclosure can reduce distortion due to the low frequency signal by adjusting the low frequency signal in consideration of the low frequency response characteristic according to the size of the speaker 30. The details will be described later.
Referring to
According to one exemplary embodiment of the present disclosure, the audio system of the vehicle may eliminate the noise in the vehicle by outputting a noise control signal which is generated based on a reference signal measured by the sensor 200. In addition, the audio system may use residual noise remaining after noise cancellation as feedback to maximally eliminate residual noise of the vehicle.
Specifically, vibration is generated by friction between the vehicle and the road surface while the vehicle is traveling, and the generated vibration causes noise inside the vehicle.
The controller 220 obtains a reference signal detected by the sensor 200 and predicts a noise signal inside the vehicle based on the reference signal. The controller 220 generates a noise control signal for eliminating the predicted noise signal. The noise control signal is a signal having the same amplitude as that of the noise signal, but having an opposite phase to the phase of the noise signal. The controller 220 outputs a noise control signal through the speaker 250.
In this case, a path from the point where the noise signal inside the vehicle is generated to the point where the noise signal is eliminated or attenuated by the noise control signal is referred to as a primary path or a main acoustic path. The primary path may be modeled as a path between the sensor 200 and the speaker 250. In consideration of a transfer function and delay time for the primary path, the controller 220 may generate the noise control signal. Specifically, in consideration of the transfer function of the primary path, the controller 220 may predict the noise signal at the position of the speaker 250 from the reference signal of the sensor 200, and generate a noise control signal based on the predicted noise signal.
In spite of the output of the noise control signal to eliminate the noise signal, residual noise may remain at the listening position of an occupant. For example, residual noise may be generated because the noise control signal output from the speaker 250 varies while propagating to the listening position of the occupant. For example, the noise control signal may vary by a secondary path such as attenuation due to spatial propagation, noise interference, speaker performance, an ADC, or a DAC. Otherwise, since the noise control signal generated by the controller 220 varies while passing through the amplifier or the speaker 250, residual noise may occur at the listening position of the occupant. Such residual noise may be expressed as an error signal representing the sum of the noise signal and the varied noise control signal at the listening position of the occupant.
For precise noise cancellation, after the noise control signal is output to the interior of the vehicle, the microphone 210 may measure the residual noise inside the vehicle. When the microphone 210 is provided close to the position of the occupant's ear, the error signal may be measured by the microphone 210.
The controller 220 may generate a noise control signal capable of eliminating the error signal by using the error signal as feedback.
Specifically, the path from the point where the noise control signal is generated to the listening point of the occupant is referred to as a secondary path. Here, the secondary path may be modeled as a path between the speaker 250 and the microphone 210. The secondary path may further include a path between the controller 220 and the speaker 250. As the microphone 210 is provided closer to the listening position of the occupant, the microphone 210 can more accurately measure the error signal. The controller 220 may receive the error signal as feedback from the microphone 210 and generate the noise control signal by further considering the transfer function and the delay time for the secondary path.
The controller 220 generates the noise control signal so that the noise control signal varied by the secondary path has the same amplitude as that of the noise signal and the opposite phase to the phase of the noise signal. Accordingly, the error signal may be close to zero.
In this way, the controller 220 may eliminate both the noise signal and the residual noise.
According to another exemplary embodiment of the present disclosure, the audio system of the vehicle may more accurately model the secondary path using a virtual microphone. The controller 220 may obtain information on the secondary path based on the signal measured by the virtual microphone, and may eliminate noise corresponding to the virtual secondary path.
The controller 220 generates a virtual microphone at a point where an occupant's ear is expected to be located based on information on the occupant's ear position or information on the body of the occupant. When the position of the occupant's ear is changed, the controller 220 may generate a virtual microphone based on the changed position of the occupant's ear. The virtual microphone measures the residual noise at the position of the occupant's ear as an error signal. In this case, the controller 220 acquires a path from the point where a virtual noise control signal is generated to the position of the virtual microphone as a virtual secondary path. The controller 220 may generate an error signal measured by the virtual microphone in consideration of the transfer function for the virtual secondary path.
The controller 220 generates a noise control signal based on the virtual error signal.
Through the above process, the audio system of the vehicle can generate a noise control signal based on the virtual secondary path that more accurately models the secondary path.
Accordingly, the performance of active noise control can be improved.
Referring to
The sound control device according to one exemplary embodiment of the present disclosure may correspond to the amplifier 240.
The amplifier 240 includes an calculation unit 246. The amplifier 240 may further include at least one of a control buffer 241, a pre-processing unit 242, a first attenuation unit 243, an audio buffer 244, an equalizer 245, a second attenuation unit 247, a post-processing unit 248, or a digital-to-analog converter (DAC) 249.
The amplifier 240 may use the control buffer 241 and the audio buffer 244 as an acquisition unit for obtaining an audio signal and an error signal indicating residual noise in the vehicle after the active noise control.
The amplifier 240 may use the DAC 249 as an output unit for outputting an audio signal through the speaker 250.
The calculation unit 246 includes a converter 500, a filter 510, a calculator 520, and an adjustment unit 530.
The converter 500 obtains an error signal and converts the error signal of a time domain into a frequency domain using a Fourier transform. For example, the converter 500 may convert the error signal into a spectrogram that is a time-frequency representation. The converter 500 may convert the error signal into a frequency-magnitude representation.
Here, the error signal is obtained by measuring residual noise remaining after noise in the vehicle is attenuated by the noise control signal. Specifically, the audio system measures a noise signal in the vehicle and outputs a noise control signal for eliminating the noise signal. In this case, the noise signal may not be completely eliminated by the noise control signal, but may remain attenuated. The residual noise signal is called an error signal. The error signal is measured by the microphone and input to the amplifier 240 through the controller 220.
When the noise control signal and the audio signal are output together, the sound signal measured by the microphone may include an error signal and an audio reproduction signal. The controller 220 may receive the audio signal from the amplifier 240 and extract the error signal from the sound signal using the audio signal.
The converter 500 may use various Fourier transforms. For example, the converter 500 may use a Fast Fourier Transform (FFT), a Discrete Fourier Transform (DFT), a Discrete Time Fourier Transform (DTFT), or a Discrete Cosine Transform (Discrete), Cosine Transform (DCT), or the like.
The filter 510 filters low frequency components among frequency components included in the error signal.
Specifically, the filter 510 may extract low frequency components of the error signal by applying a low-pass filter (LPF) to the error signal. The low frequency components of the error signal may include frequency components corresponding to a preset low frequency band. For example, the low frequency components of the error signal may include frequency components belonging to a band of 20 to 500 Hz, which is a frequency band of a booming noise, among frequency components included in the error signal.
Further, the filter 510 may filter low frequency components among frequency components included in the error signal in the time domain or the frequency domain.
The calculator 520 calculates the magnitudes of low frequency components of the error signal.
In this case, the magnitude of the low frequency component may correspond to any one of a sound pressure level, energy, or power.
The calculator 520 may calculate any one of an average sound pressure level, an average energy, and an average power of the low frequency components of the error signal as the magnitude of the low frequency components of the error signal.
The adjustment unit 530 adjusts the magnitudes of the low frequency components of the audio signal according to the magnitudes of the low frequency components of the error signal.
Specifically, the adjustment unit 530 receives the calculation result of the calculator 520 and the audio signal. The adjustment unit 530 may receive the audio signal through the audio buffer 244 and the equalizer 245. In this case, the audio signal may be a signal adjusted for each frequency band by the equalizer 245.
The adjustment unit 530 adjusts the magnitudes of the low frequency components of the audio signal to be proportional to the magnitudes of the low frequency components of the error signal. For example, when the magnitudes of the low frequency components of the error signal are increased, the adjustment unit 530 may increase the magnitudes of the low frequency components of the audio signal. Conversely, when the magnitudes of the low frequency components of the error signal are reduced, the adjustment unit 530 may decrease the magnitudes of the low frequency components of the audio signal.
Meanwhile, the low frequency components of the audio signal may include frequency components corresponding to a preset low frequency band among frequency components included in the audio signal. For example, the low frequency components of the audio signal may include frequency components belonging to a frequency band of 20 to 500 Hz among frequency components included in the audio signal.
The low frequency components of the audio signal and the low frequency components of the error signal may be components included in the same frequency band. In other words, when the low frequency components of the error signal are frequency components corresponding to a first low frequency band and the low frequency components of the audio signal are frequency components corresponding to a second low frequency band, the first low frequency band and the second low frequency band may be the same.
Further, the adjustment unit 530 may indirectly adjust the audio signal by adjusting parameters of the equalizer 245 rather than the audio signal. That is, based on the magnitudes of the low frequency components of the error signal, the adjustment unit 530 may adjust the parameters related to the low frequency band among the parameters of the equalizer 245.
The output unit outputs the audio signal in which the magnitudes of the low frequency components are adjusted to the interior of the vehicle through the speaker 250.
As described above, the amplifier 240 according to one exemplary embodiment of the present disclosure adjusts the magnitude of the low frequency band of the audio signal according to the magnitude of the low frequency band of the residual noise, so that the occupant can hear the low frequency band signal of the audio signal having a constant magnitude. Even if the residual noise varies due to the roughness of the road surface or the like, the magnitude of the low frequency band signal of the audio signal perceived by the occupant does not change.
Table 1 is a table showing the comparison of the control method of the sound control device according to one exemplary embodiment of the present disclosure and the conventional active noise control method.
Referring to Table 1, the level of the occupant's listening sound according to the residual noise level and the audio output level is shown for each control step. Here, the residual noise level, the audio output level, and the listening sound level indicate the magnitude of the low frequency band of each sound.
Before the application of the active noise control, the residual noise level in the vehicle, the audio output level, and the occupant's listening sound level are described as being constant.
After the application of the active noise control, the residual noise level in the vehicle is reduced by the noise control signal.
In this case, even though the level of the residual noise is reduced, when the audio output level is kept constant, the level of the occupant's listening sound is increased. Likewise, when the audio output level is kept constant even though the residual noise level is increased, the occupant's listening sound level is reduced. This is because the occupant perceives the magnitude of the audio signal differently depending on ambient noise.
In the control method of the sound control device according to one exemplary embodiment of the present disclosure, the audio control is performed together with the application of the active noise control. By reducing the audio output level when the residual noise level decreases, the occupant's listening sound level remains constant. Similarly, in the control method according to one exemplary embodiment of the present disclosure, by increasing the audio output level when the residual noise level increases, the occupant's listening sound level can be kept constant. That is, the control method compensates for the audio output depending on the level of the residual noise, which allows the occupant to enjoy the audio signal in high quality.
Furthermore, the control method of the sound control device according to one exemplary embodiment of the present disclosure can control the level of the audio output in a wide range. Since the control method reduces the audio output level according to the decrease in the residual noise level, a margin corresponding to the decrease in the audio output level may be used.
Referring to
Here, the error signal is obtained by measuring residual noise remaining after noise in the vehicle is attenuated by the noise control signal.
The control method calculates the magnitude of low frequency components of the error signal (S602).
The control method adjusts the magnitudes of low frequency components of the audio signal according to the magnitudes of the low frequency components of the error signal (S604).
In this case, the low frequency components of the error signal may be frequency components corresponding to a preset first low frequency band among frequency components included in the error signal. Further, the low frequency components of the audio signal may be frequency components corresponding to a preset second low frequency band among frequency components included in the audio signal.
The first low frequency band may be the same as the second low frequency band.
The control method according to one exemplary embodiment of the present disclosure may adjust the magnitudes of the low frequency components of the audio signal to change in proportion to the magnitudes of the low frequency components of the error signal. For example, when the magnitudes of the low frequency components of the error signal are increased due to a change in the roughness of the road surface while the vehicle is driving, the control method may increase the magnitudes of the low frequency components of the audio signal.
The control method outputs the adjusted audio signal through the speaker (S606).
As described above, according to one embodiment of the present disclosure, it is possible to improve the performance of active noise control in consideration of the relationship between the noise control signal and the audio signal, the characteristics of the noise signal, and the characteristics of the speaker.
According to another embodiment of the present disclosure, it is possible to improve the performance of active noise control by accurately modeling the noise transmission path using the virtual sensor and the virtual microphone.
According to another embodiment of the present disclosure, by adjusting the magnitude of the low frequency band of the audio signal depending on the level of the residual noise, the occupant can recognize the audio signal of a constant magnitude even if the level of the residual noise is changed.
Various implementations of the systems and techniques described herein may include digital electronic circuits, integrated circuits, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), computer hardware, firmware, software, and/or a combination thereof. These various implementations may include an implementation using one or more computer programs executable on a programmable system. The programmable system includes at least one programmable processor (which may be a special purpose processor or a general-purpose processor) coupled to receive and transmit data and instructions from and to a storage system, at least one input device, and at least one output device. Computer programs (also known as programs, software, software applications or codes) contain instructions for a programmable processor and are stored in a “computer-readable recording medium”.
The computer-readable recording medium includes all types of recording devices in which data readable by a computer system are stored. The computer-readable recording medium may include non-volatile or non-transitory, such as ROM, CD-ROM, magnetic tape, floppy disk, memory card, hard disk, magneto-optical disk, and storage device, and may further include a transitory medium such as a data transmission medium. In addition, the computer-readable recording medium may be distributed in a network-connected computer system, and the computer-readable codes may be stored and executed in a distributed manner.
Although it is described that each process is sequentially executed in the flowchart/timing diagram of the present specification, this is merely illustrative of the technical idea of one embodiment of the present disclosure. In other words, since an ordinary skilled person in the art to which thee embodiments of the present disclosure pertain may make various modifications and changes by changing the order described in the flowchart/timing diagram without departing from the essential characteristics of the present disclosure or performing in parallel one or more of the steps, the flowchart/timing diagram is not limited to a time-series order.
Although embodiments of the present disclosure have been described for illustrative purposes, those having ordinary skill in the art should appreciate that various modifications, additions, and substitutions are possible, without departing from the idea and scope of the present disclosure. Therefore, embodiments of the present disclosure have been described for the sake of brevity and clarity. The scope of the technical idea of the present embodiments is not limited by the illustrations. Accordingly, those having ordinary skill should understand the scope of the present disclosure should not be limited by the above explicitly described embodiments but by the claims and equivalents thereof.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10-2021-0175802 | Dec 2021 | KR | national |
| Number | Name | Date | Kind |
|---|---|---|---|
| 10741162 | Bastyr | Aug 2020 | B1 |
| 20040151328 | Hasegawa | Aug 2004 | A1 |
| 20170032806 | Konjeti | Feb 2017 | A1 |
| 20190051283 | Malka | Feb 2019 | A1 |
| 20230169949 | Kim | Jun 2023 | A1 |
| Number | Date | Country |
|---|---|---|
| 2011161965 | Aug 2011 | JP |
| Number | Date | Country | |
|---|---|---|---|
| 20230188891 A1 | Jun 2023 | US |
