CN115294953A - Automobile carriage noise active control method of multi-channel independent order filter - Google Patents
Automobile carriage noise active control method of multi-channel independent order filter Download PDFInfo
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- G—PHYSICS
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- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1781—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions
- G10K11/17813—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the acoustic paths, e.g. estimating, calibrating or testing of transfer functions or cross-terms
- G10K11/17815—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the acoustic paths, e.g. estimating, calibrating or testing of transfer functions or cross-terms between the reference signals and the error signals, i.e. primary path
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- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
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Abstract
The invention discloses an automobile carriage noise active control method based on a multi-channel independent order filter based on reference channel characteristics. The method comprises the steps of obtaining impulse response functions of microphones from vibration reference points to target points at seats according to NTF tests, determining the order of a control filter corresponding to each reference point according to the composition of direct sound and reverberant sound in the impulse response function at each reference signal, determining the optimal order of an FIR control filter of each vibration reference point in an active control system, and receiving filtered reference signals and error microphone signals by the control filter to update the coefficient of the filter; the sum of output signals of the controller is used for driving the secondary loudspeaker to sound at the headrest of the seat in the vehicle so as to reduce noise. Compared with the traditional method, the multi-channel independent order filter active control algorithm based on the reference channel characteristics can reduce the calculated amount, improve the convergence rate and obtain better noise reduction effect.
Description
Technical Field
The invention relates to a noise active control system and a method, in particular to an automobile compartment noise active control system and a method of a multi-channel independent optimal order filter.
Background
With the continuous development of the automobile industry, the vibration noise comfort of automobiles is more and more concerned by consumers. The noise in the automobile compartment is mainly composed of engine noise, road excitation noise, and wind excitation noise. The conventional method for controlling the noise in the vehicle mainly takes passive control as a main part and mainly comprises the steps of optimizing the suspension of an engine, reducing the noise of the engine, increasing the structural damping of a vehicle sound board, arranging a sound absorbing material in a carriage and the like. In recent years, with the development of automobile electrification intellectualization and the continuous improvement of automobile economy and light weight requirements of automobile manufacturers, active control is greatly developed and applied, and active noise control is more and more emphasized.
The noise active control technology utilizes a secondary sound source to emit sound waves with the same amplitude and opposite phase with the primary noise to realize noise reduction. At present, an in-vehicle noise active control technology for road noise is rapidly developed, an active road noise control system collects reference signals through a vibration acceleration sensor arranged at a wheel or a suspension rod piece, and a feedforward control filter is used for filtering and controlling a drive headrest or a vehicle door loudspeaker to sound so as to achieve noise reduction.
The interior of an automobile is a typical reverberation field, a large amount of reverberation components which are difficult to control exist under the excitation of low-frequency road noise, and therefore, direct sound and early-stage reflected sound caused by the excitation at a reference point are focused on the active control of the road noise. The existing active control method for the noise of the automobile compartment does not consider the excitation characteristics of different reference points, each control filter has the same order, the optimal control on different reference signals cannot be realized, the order of the control filter has great influence on the convergence speed and the noise reduction effect of a system, and the optimal order of the filter is determined according to the excitation characteristics of the different reference points, so that the convergence speed and the noise reduction effect of the system can be effectively improved.
Disclosure of Invention
The invention aims to design a noise active control method and a noise active control system which adopt control filters with different orders aiming at different reference channels aiming at the reverberation characteristics in an automobile compartment, determine the optimal order of each control filter according to the test result of a microphone NTF (noise transfer function) from each reference point to a target point, eliminate the interference of the reverberation on an active control system, improve the convergence speed of the system and increase the noise reduction amount of the system.
The invention determines different filter orders aiming at different reference channels, constructs a multi-channel independent order control filter, and designs a multi-channel independent order filter active control method and system aiming at road noise, wherein the method comprises algorithm design and hardware system arrangement.
The technical scheme of the invention comprises the following steps:
the invention provides an active control method for automobile carriage noise by a multi-channel independent order filter based on reference channel characteristics, which comprises the following steps:
s1: NTF testing
S11: arranging a vibration acceleration sensor at a vibration reference point of the automobile, arranging a microphone at a seat headrest, exciting the vibration reference point of the automobile by using a force hammer, collecting a force signal of the force hammer, a vibration signal at the vibration reference point and a sound pressure signal at the seat headrest, and calculating an impulse response function;
s12: according to an impulse response function calculated by an NTF test, determining the duration time of direct sound and reverberant sound in a carriage caused by vibration excitation at a reference point, and determining the filter order I corresponding to a vibration reference point k k Making the corresponding FIR filter in the adaptive feedforward controller only to the front I k Filtering and calculating the reference signal at each moment to control only the direct sound; wherein subscript K takes 1,2,3.., K, where K is the number of vibration acceleration sensors;
s2: active control of car noise
S21: arranging K vibration acceleration sensors at the wheel hub and the suspension rod of the automobile wheel by adopting the sensor arrangement mode in the step S11, collecting vibration acceleration signals and obtaining reference signals x (n);
s22: arranging a microphone at a headrest of a seat in the vehicle to obtain an error microphone signal e (n);
s23: all reference signals x (n) are filtered by the secondary path transfer function and then stacked for a length I k Generating a filtered reference signal matrix R (n), adaptively updating the coefficient of W (n) by an adaptive feedforward controller W (n) according to R (n) and an error microphone signal e (n), wherein the order of a kth filter in the adaptive feedforward controller is I k ；
S24: each reference letterNumber x k (n) Pre-Stacking I k 1 time value to obtain I k A reference signal value and corresponding order of I k The adaptive feedforward control filter W (n) performs convolution calculation, all reference signal calculation results are added to generate a secondary speaker control signal u (n), and the secondary speaker is driven to emit a signal to be offset with primary noise d (n) at the headrest.
As a preferred embodiment of the present invention, in step S12, the duration of the direct sound caused by the vibration excitation of the reference point is determined by calculating the kurtosis of the impulse response function, and the corresponding number I of sampling points is determined k Thereby determining the order of each filter as I k To make it only for I k And carrying out filtering calculation on the reference signals at each moment.
As a preferred embodiment of the present invention, all the reference signals x (n) described in S23 are filtered by a secondary path transfer function, specifically: for K vibration reference signals x 1 (n)，x 2 (n)...x K (n) a stack length J for calculating the reference signal r (n) after filtering by the subchannel transfer function G, where J is the order of the subchannel transfer function.
As a preferred embodiment of the present invention, the generating the filtered reference signal matrix R (n) in S23 specifically includes: according to the filter order I corresponding to each vibration reference point k Stacking the filtered reference signals r (n) by a length I k Generating a filtered reference signal matrix R (n), and updating the coefficient of a corresponding independent order filter W (n) by combining an error microphone signal e (n), wherein the order of the filter W (n) corresponding to the kth reference signal is I k 。
As a preferred embodiment of the present invention, the generating the secondary speaker control signal u (n) in S24 specifically includes: according to the filter order I corresponding to each vibration reference point k The K vibration reference signals x 1 (n)，x 2 (n)...x K (n) respective stack length I k Then respectively passed through their correspondent lengths are I k The optimal order FIR control filter filters and adds the filtered signals to obtain a control signal u of the mth secondary loudspeaker m (n)：
Wherein, w mKi Filter coefficient of ith order, x, for the kth reference signal K (n-i) is the first i time value of the Kth reference signal.
As a preferred embodiment of the present invention, in S24, a secondary speaker control signal matrix u (n) generated based on road noise control is generated as follows:
after the control signal of the secondary loudspeaker is transmitted, a secondary signal y (n) is obtained at the error microphone, so that the control signal is counteracted with the primary noise d (n) to realize active noise control;
wherein e is l (n) is the error microphone signal at the l-th error microphone, d l (n) is the primary noise signal at the l-th error microphone, y l (n) is the secondary signal at the l-th error microphone; g lmj Is the jth order coefficient of the transfer function from the mth secondary speaker to the ith error microphone.
According to the invention, aiming at the reverberation characteristics in the automobile compartment, the optimal filter order of each reference point is determined by combining the NTF test results from the vibration reference points to the seat microphone, and the noise active control system is established based on the FxLMS algorithm, so that the active control of the road noise in the automobile can be effectively realized.
The technical scheme provided by the invention has the following beneficial effects:
the noise active control algorithm of the multi-channel independent order filter is used for controlling road noise in the automobile, the optimal order of the filter is determined according to different reference signal channels, interference of the reverberation characteristics in the automobile on the control effect is eliminated, the convergence speed of the control system is improved, and the noise reduction performance of the whole control system is optimized.
Drawings
FIG. 1 is a schematic diagram of the NTF testing system of the present invention.
FIG. 2 is a schematic diagram of the active control system for noise in the vehicle cabin of the multi-channel independent order filter of the present invention.
FIG. 3 is a schematic diagram of the active control method of the noise of the car compartment of the multi-channel independent order filter of the present invention.
Fig. 4 is a schematic diagram of the noise reduction convergence rate of the noise active control system after applying the present invention in an embodiment.
Fig. 5 is a schematic diagram of the noise reduction performance of the noise active control system after applying the present invention in an embodiment.
The labels in the figure are: the automobile wheel hub vibration acceleration sensor comprises a force hammer 1, three shaft type vibration acceleration sensors arranged on the inner sides of four wheel hubs 2a, 2b, 2c and 2d, error microphones arranged at five seat headrests 3a, 3b, 3c, 3d and 3e, a power amplifier 4, four full- range door speakers 5a, 5b, 5c and 5d, and a low-frequency speaker 5e arranged at the rear of an automobile.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The embodiment provides an automobile compartment noise active control method of a multi-channel independent order filter, which comprises the following steps:
step S1 NTF test:
as shown in fig. 1, a vibration acceleration sensor is arranged at a vibration reference point of an automobile (in the embodiment, a wheel hub and a suspension rod are selected), and a microphone is arranged at a seat headrest in the automobile; sequentially knocking each vibration reference point by using a force hammer, respectively picking up a vibration response signal and a sound pressure signal by using a vibration acceleration sensor and a microphone, acquiring the force hammer force signal, the vibration response signal and the sound pressure signal, calculating an impulse response function from each vibration reference point to each microphone according to test data, and determining the propagation duration of direct sound according to the impulse response function so as to determine the most important vibration reference pointOrder I of optimal filter k 。
In the embodiment, the duration time of the direct sound caused by the vibration excitation of the reference point is determined by calculating the kurtosis value of the impulse response function, and the corresponding sampling point number I is determined k Thereby determining the order of each filter as I k To make it only for I k And carrying out filtering calculation on the reference signals at each moment.
Step S2, actively controlling the noise of the carriage:
the active control of the carriage noise is carried out on hardware by adopting a noise active control system, and the noise active control system comprises a signal acquisition module, a signal pre-processing module, a self-adaptive control module, a signal post-processing module and a secondary sound source module.
Optionally, the signal acquisition module is composed of a vibration acceleration sensor and a microphone. Real-time vibration acceleration signals are acquired by vibration acceleration sensors arranged at the wheel hub and the suspension rod, and error microphone signals (real-time residual noise signals after control) near the ears of the passengers are acquired by microphones arranged at the seat headrest.
Optionally, the signal preprocessing module is composed of an a/D converter and a down-sampling module. The A/D converter is used for converting the vibration acceleration signal and the error microphone signal acquired by the signal acquisition module into digital signals; the down-sampling module is used for down-sampling the converted digital signal to 2000Hz and inputting the digital signal to the self-adaptive control module.
Optionally, the adaptive control module is composed of a DSP controller. The adaptive control module updates a control filter coefficient W (n) according to the input filtered reference signal matrix R (n) and the error microphone signal e (n), generates a secondary loudspeaker control signal u (n) according to the reference signal x (n), and inputs the secondary loudspeaker control signal u (n) into the signal post-processing module.
Optionally, the signal post-processing module is composed of an up-sampling module and a D/a converter. The up-sampling module up-samples the secondary loudspeaker control signal input by the adaptive control module to 44k Hz, and then converts the digital signal into an analog signal through a D/A converter.
Optionally, the secondary sound source module is composed of a car door loudspeaker and a power amplifier. And the control signal of the secondary loudspeaker is input to a power amplifier through the signal post-processing module, and is amplified by the power amplifier to drive the car door loudspeaker to produce sound, so that the sound is counteracted with noise at the error microphone, and the noise reduction is realized.
S2 specifically comprises the following steps:
s21: as shown in fig. 2, vibration acceleration sensors are arranged at reference points such as wheel hubs and suspension rods to collect vibration acceleration signals; a microphone is arranged at the seat headrest to acquire an error microphone signal. Generating a reference signal matrix according to a plurality of vibration acceleration signals at the wheel hub and the suspension rod, wherein x (n) = [ x [ ] 1 (n)，x 2 (n)...x K (n)] T ；
Step S22: generating an error signal matrix e (n) = [ e ] from the collected controlled error microphone signals 1 (n)，e 2 (n)...e L (n)] T Wherein L is the number of error microphones;
step S23: as shown in fig. 3, K vibration reference signals x are divided 1 (n)，x 2 (n)...x K (n) the stacking length J, and obtaining a reference signal r (n) after filtering by a secondary channel transfer function G; self-adaptive filter independent optimal order I corresponding to each vibration reference point k Stacking the filtered reference signals r (n) by a length I k Generating a filtered reference signal matrix R (n), and combining an error microphone signal e (n) to update the coefficient of a corresponding independent order filter W (n), wherein the order of the filter W (n) corresponding to the kth reference signal is I k 。
In step S23, the road reference signal matrix R (n) may be represented as:
R(n)＝[R 1 (n)，R 2 (n)...R l (n)...R L (n)] T ，
wherein R is l (n)＝[r l1 (n)，r l2 (n)...r lm (n)...r lM (n)] T In the formula r lm (n) may beExpressed as:
r lmk (n) the k vibration acceleration signal is obtained by filtering the estimated value of the transfer function from the m secondary microphone to the L error microphone:
where J is the set transfer function order.
In the step S23, the first step,
a matrix of transfer functions estimated between the M secondary loudspeakers and the L error microphones.
In said step S23, the matrix u (n) of secondary loudspeaker control signals generated based on the road noise control may be represented as,
wherein u is m (n)＝[u m (n)，u m (n-1)...u m (n-J+1)] T
In step S23, the error microphone signal e (n) may be represented as:
in step S23, at the initial time, the secondary speaker control signal matrix u (n) is a zero matrix.
In step S23, the generated filtered road reference signal matrix R (n) and the error microphone signal e (n) are input to the adaptive control filter, and the coefficient of the wide band filter W (n) is updated by the FxLMS algorithm.
In step S5, the updating of the coefficient of the control filter W (n) may be represented as:
W(n+1)＝W(n)+aR T (n)e(n)，W(n)∈C MKI×1
and a is a filter convergence factor and is obtained by a debugging method.
Step S24: reference signals x of K vibration 1 (n)，x 2 (n)...x K (n) respective stack length I k Then respectively passed through their correspondent lengths are I k The optimal order FIR control filter filters to obtain a control signal u (n) of the secondary loudspeaker, and a secondary channel cancellation signal y (n) generated based on road noise control is obtained after the control signal matrix u (n) of the secondary loudspeaker is transmitted through a secondary channel.
Step S25: updating a secondary loudspeaker control signal matrix u (n) based on road noise control at the next moment, and obtaining a secondary signal y (n) at an error microphone after the secondary loudspeaker control signal is transmitted, so as to offset the primary noise d (n) and realize active noise control;
in step S25, the road noise control signal matrix u (n) is updated in the following manner:
u(n+1)＝W′(n+1)x′(n)
wherein the matrix W' is ∈ C M×KI Is obtained by decomposing and transforming the matrix W (n), and x' (n) is epsilon C KI×1 Including at present and I k -1 a previous time reference signal vector;
in step S25, the secondary signal vector y (n) may be represented as:
y(n)＝G m (n)u(n)，y(n)∈C L×1
wherein G is m (n) is the true transfer function matrix between the M secondary loudspeakers and the L error microphones. In step S25, the primary noise d (n) is a noise signal measured by the error microphone when the secondary speaker does not operate.
The present embodiment controls noise at a headrest of a seat in a certain vehicle compartment, and the test results are shown in fig. 4 and 5. In fig. 4, the abscissa is time, and the ordinate is noise reduction amount at the headrest, and it can be seen from the figure that the noise active control method of the multi-channel independent order filter provided by the invention can effectively improve the system convergence speed and rapidly realize noise reduction compared with the conventional uniform order noise active control method. Fig. 5 shows the noise sound pressure level results of the error microphone after the original noise and the two methods are used for controlling, and it can be seen from the figure that the noise active control method of the multi-channel independent order filter provided by the invention can achieve a better noise reduction effect in the control frequency band.
In summary, the method and the system for actively controlling the noise of the car compartment with the multi-channel independent order filter provided by the invention have the following functions: and determining the optimal order of the filter corresponding to each reference channel according to the NTF test result from each reference point to the headrest, and controlling only the direct sound caused by vibration excitation at the reference point, so that the convergence speed of the control system can be effectively increased, and the noise reduction effect of the system can be improved.
Claims (6)
1. A multi-channel independent order filter automobile carriage noise active control method based on reference channel characteristics is characterized by comprising the following steps:
s1: NTF test
S11, arranging a vibration acceleration sensor at a vibration reference point of the automobile, arranging a microphone at a seat headrest, exciting the vibration reference point of the automobile by using a force hammer, collecting a force signal of the force hammer, a vibration signal at the vibration reference point and a sound pressure signal at the seat headrest, and calculating an impulse response function;
s12, determining the duration time of direct sound and reverberant sound in a carriage caused by vibration excitation at a reference point according to an impulse response function obtained by NTF test calculation, and determining the filter order I corresponding to a vibration reference point k k Making the corresponding FIR filter in the adaptive feedforward controller only to the front I k Filtering and calculating reference signals at each moment to control only up-to-the-minute sounds; wherein, the subscript K is 1,2,3, K, wherein K is the number of the vibration acceleration sensors;
s2, active control of compartment noise
S21, arranging K vibration acceleration sensors at the wheel hub and the suspension rod of the automobile wheel by adopting the sensor arrangement mode in the step S11, collecting vibration acceleration signals and obtaining reference signals x (n);
s22, arranging a microphone at a headrest of a seat in the vehicle to obtain an error microphone signal e (n);
s23, all reference signals x (n) are filtered by a secondary path transfer function and then stacked for length I k Generating a filtered reference signal matrix R (n), adaptively updating the coefficient of W (n) by an adaptive feedforward controller W (n) according to R (n) and an error microphone signal e (n), wherein the order of a kth filter in the adaptive feedforward controller is I k ；
S24. Each reference signal x k (n) Pre-Stacking I k 1 time value to obtain I k A reference signal value and corresponding order of I k The adaptive feedforward control filter W (n) performs convolution calculation, all reference signal calculation results are added to generate a secondary speaker control signal u (n), and the secondary speaker is driven to emit a signal to be offset with primary noise d (n) at the headrest.
2. The method as claimed in claim 1, wherein in step S12, the duration of direct sound caused by vibration excitation of a reference point is determined by calculating a kurtosis of an impulse response function, and the number of sampling points I corresponding thereto is determined k Thereby determining the order of each filter as I k To make it only for I k And carrying out filtering calculation on the reference signals at each moment.
3. The active control method for car noise by using multi-channel independent order filter as claimed in claims 1-2, wherein: all the reference signals x (n) described in S23 are filtered by the secondary path transfer function, specifically: for K vibration reference signals x 1 (n),x 2 (n)…x K (n) a stack length J for calculating the reference signal r (n) after filtering by the subchannel transfer function G, where J is the order of the subchannel transfer function.
4. According to claim 3The active control method for the noise of the automobile compartment with the multi-channel independent order filter is characterized by comprising the following steps of: the generating of the filtered reference signal matrix R (n) in S23 specifically includes: filter order I according to each vibration reference point k Stacking the filtered reference signals r (n) by a length I k Generating a filtered reference signal matrix R (n), and combining an error microphone signal e (n) to update the coefficient of a corresponding independent order filter W (n), wherein the order of the filter W (n) corresponding to the kth reference signal is I k 。
5. The active control method for noise in an automobile cabin with a multi-channel independent order filter as claimed in claims 1-4, is characterized in that: generating the secondary speaker control signal u (n) in S24 specifically includes: filter order I according to each vibration reference point k Dividing K vibration reference signals x 1 (n),x 2 (n)…x K (n) respective stack length I k Then respectively passed through their correspondent lengths are I k After filtering, adding the optimal order FIR control filter to obtain a control signal u of the mth secondary loudspeaker m (n)：
Wherein, w mKi Filter coefficient of ith order, x, for the kth reference signal K (n-i) is the first i time value of the Kth reference signal.
6. The method as claimed in claim 5, wherein in S24, a matrix u (n) of control signals of the secondary speakers generated based on the road noise control is generated as:
after the control signal of the secondary loudspeaker is transmitted, a secondary signal y (n) is obtained at the error microphone, so that the control signal is counteracted with the primary noise d (n) to realize active noise control;
wherein e is l (n) is the error microphone signal at the l-th error microphone, d l (n) is the primary noise signal at the l-th error microphone, y l (n) is the secondary signal at the l-th error microphone; g lmj Is the jth order coefficient of the transfer function from the mth secondary speaker to the ith error microphone.
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