CN115294953B - Active control method for noise of automobile compartment of multichannel independent order filter - Google Patents
Active control method for noise of automobile compartment of multichannel independent order filter Download PDFInfo
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- G—PHYSICS
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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
- 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 active control method for noise of a multi-channel independent order filter car carriage based on reference channel characteristics. The method comprises the steps of obtaining impulse response functions from each vibration reference point to a target point microphone at each seat according to NTF test, 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, thereby determining the optimal order of an FIR control filter at each vibration reference point in an active control system, and receiving the filtered reference signals and error microphone signals to update filter coefficients; and driving the secondary speaker to sound by using the sum of the output signals of the controller to realize noise reduction at the headrest of the seat in the vehicle. 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 and improve the convergence rate, and meanwhile, a better noise reduction effect is obtained.
Description
Technical Field
The invention relates to a noise active control system and method, in particular to a system and method for controlling noise of an automobile compartment of a multichannel independent optimal order filter.
Background
With the continuous development of the automobile industry, the comfort of vibration noise of automobiles is increasingly receiving attention from consumers. Noise in the cabin of an automobile is mainly composed of engine noise, road surface excitation noise, and wind excitation noise. The prior noise control method in the vehicle mainly takes passive control as main, and mainly comprises the steps of optimizing engine suspension, reducing engine noise, increasing structural damping of a vehicle sound plate, arranging sound absorbing materials in a carriage and the like. With the development of intelligent electrification of automobiles and the continuous improvement of requirements of automobile manufacturers on economy and light weight of automobiles in recent years, active control is greatly developed and applied, and noise active control is increasingly paid attention to.
The noise active control technology utilizes a secondary sound source to send out sound waves with the same amplitude and opposite phase to the primary noise to realize noise reduction. At present, an in-vehicle noise active control technology aiming at road noise is rapidly developed, an active road noise control system collects reference signals through vibration acceleration sensors arranged at wheels or suspension rod pieces, and a feedforward control filter is used for filtering and controlling a headrest or a vehicle door loudspeaker to generate sound so as to realize noise reduction.
In a typical reverberant field in a car cabin, a large amount of reverberation components which are difficult to control exist under the excitation of low-channel road noise, so that active control on the road noise is focused on direct sound and early-stage reflected sound caused by excitation at a reference point. The existing active control method for the noise of the automobile carriage does not consider the excitation characteristics of different reference points, each control filter is of the same order, the optimal control on different reference signals cannot be achieved, the orders of the control filters have great influence on the system convergence speed and the noise reduction effect, and the optimal filter orders are determined according to the excitation characteristics at different reference points, so that the system convergence speed and the noise reduction effect can be effectively improved.
Disclosure of Invention
The invention aims to design a noise active control method and a system which are designed aiming at reverberation characteristics in an automobile compartment and adopt different orders of numerical control filters for different reference channels, and the optimal order of each control filter is determined according to a test result of a microphone NTF (noise transfer function noise transfer function) from each reference point to a target point, so that interference of reverberation on an active control system is eliminated, the convergence speed of the system is improved, and the noise reduction amount of the system is increased.
The invention determines different filter orders aiming at different reference channels, constructs a multichannel independent order numerical control filter, and designs a multichannel independent order filter active control method and system aiming at road noise, comprising algorithm design and hardware system arrangement.
The technical scheme of the invention comprises the following steps:
the invention provides a multichannel independent order filter car compartment noise active control method based on reference channel characteristics, which comprises the following steps:
s1: NTF test
S11: arranging a vibration acceleration sensor at a vibration reference point of an automobile, arranging a microphone at a seat headrest, exciting the vibration reference point of the automobile by using a force hammer, collecting a force hammer force signal, 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 the impulse response function obtained by NTF test calculation, determining the duration time of the direct sound caused by vibration excitation at the reference point and the reverberant sound in the carriage, thereby determining the filter order I corresponding to the vibration reference point k k The corresponding FIR filter in the adaptive feedforward controller is made to be only for the previous I k Filtering and calculating reference signals at each moment to control the direct sound only; wherein subscript K takes 1,2,3, K, where K is the number of vibration acceleration sensors;
s2: active control of cabin noise
S21: adopting the sensor arrangement mode in the step S11, arranging K vibration acceleration sensors at the wheel hubs and the suspension rod pieces of the automobile, and acquiring vibration acceleration signals to obtain reference signals x (n);
s22: a microphone is arranged at a headrest of a seat in the vehicle to acquire an error microphone signal e (n);
s23: all reference signals x (n) are filtered by the secondary path transfer function and stacked in length I k Generating a filtered reference signal matrix R (n), and 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-stack I k -1 moment value to obtain I k Reference signal values corresponding to the order I k The adaptive feedforward control filter W (n) of the headrest is subjected to convolution calculation, all reference signal calculation results are added to generate a secondary loudspeaker control signal u (n), and the secondary loudspeaker is driven to send out a signal which is counteracted with primary noise d (n) at the headrest.
In the step S12, the duration 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 Make it only to I k Reference signal filtering meter for each momentAnd (5) calculating.
As a preferred embodiment of the present invention, 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 stacking length J for calculating the reference signal r (n) filtered by the secondary path transfer function G, where J is the secondary path transfer function order.
As a preferred embodiment of the present invention, the generating the filtered reference signal matrix R (n) in S23 is specifically: according to the filter order I corresponding to each vibration reference point k Stacking length I of filtered reference signals r (n), respectively k Generating a filtered reference signal matrix R (n), and updating the corresponding independent order filter W (n) coefficients by combining the 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 is specifically: according to the filter order I corresponding to each vibration reference point k K vibration reference signals x 1 (n)，x 2 (n)...x K (n) respective stacking lengths I k Then respectively with the corresponding length of I k Is filtered by an optimal order FIR control filter and added to obtain a control signal u of an mth secondary loudspeaker m (n)：
Wherein w is mKi The ith order filter coefficient corresponding to the kth reference signal, x K (n-i) is the first i time instant 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, expressed as:
the secondary loudspeaker control signal is transmitted to obtain a secondary signal y (n) at the error microphone, so that the secondary signal y (n) is counteracted with the primary noise d (n) to realize active noise control;
wherein e l (n) is the error microphone signal at the first error microphone, d l (n) is the primary noise signal at the first error microphone, y l (n) is the secondary signal at the first error microphone; g lmj The jth order coefficient is the transfer function of the mth secondary speaker to the ith error microphone.
According to the invention, aiming at the reverberation characteristics in the automobile carriage, the optimal filter order of each reference point is determined by combining the NTF test result from the vibration reference point to the seat microphone, and a noise active control system is built based on the FxLMS algorithm, so that the active control of 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 multichannel independent order filter is utilized to control the road noise in the automobile, the optimal filter order is determined aiming at different reference signal channels, the interference of the reverberation characteristic 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 an NTF test system according to the present invention.
Fig. 2 is a schematic diagram of an active car noise control system with a multichannel independent order filter according to the present invention.
Fig. 3 is a schematic diagram of an active control method of car noise of the multichannel independent order filter according to the present invention.
Fig. 4 is a schematic diagram of a noise reduction convergence speed of the noise active control system after the application of the present invention in an embodiment.
Fig. 5 is a schematic diagram of noise reduction performance of the noise active control system after the present invention is applied in an embodiment.
The marks in the figure are as follows: 1 force hammer, 2a, 2b, 2c, 2d are all three-axis vibration acceleration sensors arranged on the inner sides of four wheel hubs, 3a, 3b, 3c, 3d, 3e are all error microphones arranged at five seat headrests, 4 power amplifier, 5a, 5b, 5c, 5d are four full-frequency door speakers, 5e is a low-frequency speaker placed in the rear of the automobile.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The embodiment provides an active control method for noise of an automobile compartment of a multichannel independent order filter, which comprises the following steps:
step S1 NTF test:
as shown in fig. 1, vibration acceleration sensors are arranged at vibration reference points of an automobile (at wheel hubs and at suspension rods are selected in the embodiment), and microphones are arranged at headrest of a seat in the automobile; the method comprises the steps of sequentially knocking each vibration reference point by using a force hammer, respectively picking up vibration response signals and sound pressure signals by using a vibration acceleration sensor and a microphone, collecting the force hammer force signals, the vibration response signals and the sound pressure signals, calculating impulse response functions from each vibration reference point to each microphone according to test data, determining direct sound propagation time length according to the impulse response functions, and accordingly determining the optimal filter order I of each vibration reference point k 。
In the embodiment, the duration of the direct sound caused by 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 Make it only to I k The reference signals at each instant are filtered.
Step S2, active control of carriage noise:
the noise active control of the carriage is carried out by adopting a noise active control system on hardware, and the noise active control system comprises a signal acquisition module, a signal preprocessing module, an 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 disposed at the wheel hub and at the suspension rod members, and error microphone signals (real-time residual noise signals after control) by the ears of the occupant are acquired by microphones disposed at the seat headrest.
Optionally, the signal preprocessing module consists of an A/D converter and a downsampling 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 downsampling module is used for downsampling the digital signals obtained through conversion to 2000Hz and inputting the digital signals to the adaptive control module.
Optionally, the adaptive control module is composed of a DSP controller. The adaptive control module updates the control filter coefficients W (n) according to the input filtered reference signal matrix R (n) and the error microphone signal e (n), and generates a secondary speaker control signal u (n) according to the reference signal x (n) and inputs the secondary speaker control signal u (n) to 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 speaker control signal input by the adaptive control module to 44 khz, and then converts the digital signal into an analog signal through the D/a converter.
Optionally, the secondary sound source module is composed of a car door loudspeaker and a power amplifier. The control signal of the secondary loudspeaker is input to the power amplifier through the signal post-processing module, and the door loudspeaker is driven to sound after the power amplifier is amplified, so that the noise is counteracted with the 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, suspension rod pieces and the like, and vibration acceleration signals are collected; a microphone is arranged at the seat headrest to collect an error microphone signal. Generating a reference signal matrix according to a plurality of vibration acceleration signals at the collected wheel hub and suspension rod piece, wherein x (n) = [ x ] 1 (n)，x 2 (n)...x K (n)] T ；
Step S22: generating an error signal matrix e (n) = [ e ] according to the collected controlled error microphone signal 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 1 (n)，x 2 (n)...x K (n) stacking the lengths J, and obtaining a reference signal r (n) after filtering by a secondary channel transfer function G; according to the independent optimal order I of the adaptive filter corresponding to each vibration reference point k Stacking length I of filtered reference signals r (n), respectively k Generating a filtered reference signal matrix R (n), and updating the corresponding independent order filter W (n) coefficients by combining the error microphone signal e (n), wherein the order of the filter W (n) corresponding to the kth reference signal is I k 。
In the step S23, the road reference signal matrix R (n) may be expressed 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 Wherein r is lm (n) can be expressed as:
r lmk (n) filtering the kth vibration acceleration signal by an estimate of the transfer function between the mth secondary microphone and the mth error microphone to obtain:
where J is the set transfer function order.
In the step S23 described above, a step of,
a transfer function matrix estimated between the M secondary speakers and the L error microphones.
In the step S23, the secondary speaker control signal matrix u (n) generated based on the road noise control may be expressed as,
wherein u is m (n)＝[u m (n)，u m (n-1)...u m (n-J+1)] T
In the step S23, the error microphone signal e (n) may be expressed as:
in the 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 into the adaptive control filter, and coefficients of the wideband filter W (n) are updated by the FxLMS algorithm.
In the step S5, the update of the coefficient of the control filter W (n) may be expressed as:
W(n+1)＝W(n)+aR T (n)e(n)，W(n)∈C MKI×1
wherein a is a filter convergence factor, and is obtained by a debugging method.
Step S24: let K vibration reference signals x 1 (n)，x 2 (n)...x K (n) respective stacking lengths I k Then respectively with the corresponding length of I k The optimal order FIR control filter of (1) filters to obtain a control signal u (n) of the secondary loudspeaker, and the secondary loudspeaker control signal matrix u (n) is transmitted by a secondary path to obtain road-based noiseThe secondary channel generated by the sound control cancels the signal y (n).
Step S25: updating a secondary speaker 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 speaker control signal is transmitted, so that the secondary speaker control signal is counteracted with primary noise d (n) to realize active noise control;
in the step S25, the updating manner of the road noise control signal matrix u (n) is as follows:
u(n+1)＝W′(n+1)x′(n)
wherein the matrix W' e C M×KI Is obtained by matrix W (n) decomposition and transformation, x' (n) ∈C KI×1 Is included in current and I k -1 previous time instant reference signal vector;
in the step S25, the secondary signal vector y (n) may be expressed as:
y(n)＝G m (n)u(n)，y(n)∈C L×1
wherein G is m (n) is a real transfer function matrix between the M secondary speakers and the L error microphones. In the step S25, the primary noise d (n) is a noise signal measured by the error microphone when the secondary speaker is not operating.
The present embodiment controls noise at the headrest of a seat in a car, and the test results are shown in fig. 4 and 5. In fig. 4, the abscissa represents time, and the ordinate represents noise reduction amount at the headrest, and as can be seen from the figure, the noise active control method of the multichannel independent order filter provided by the invention can effectively improve the convergence speed of the system and quickly realize noise reduction compared with the conventional unified 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 controlled, 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 realize better noise reduction effect in the control frequency band.
In summary, the method and system for actively controlling the noise of the automobile compartment of the multichannel independent order filter provided by the invention have the following functions: according to the test result from each reference point to the microphone NTF at the headrest, the optimal order of the filter corresponding to each reference channel is determined, and only the direct sound caused by vibration excitation at the reference point is controlled, so that the convergence speed of the control system can be effectively improved, and the noise reduction effect of the system is improved.
Claims (3)
1. The method for actively controlling the noise of the automobile compartment by using the multichannel independent order filter based on the characteristics of the reference channel is characterized by comprising the following steps of:
s1 Noise Transfer Function (NTF) test
S11, arranging a vibration acceleration sensor at a vibration reference point of an automobile, arranging a microphone at a seat headrest, exciting the vibration reference point of the automobile by using a force hammer, collecting a force hammer force signal, 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 the impulse response function obtained by NTF test calculation, determining the duration time of the direct sound caused by vibration excitation at the reference point and the reverberant sound in the carriage, thereby determining the filter order I corresponding to the vibration reference point k k The corresponding FIR filter in the adaptive feedforward controller is made to be only for the previous I k Filtering and calculating reference signals at sampling moments to control direct sound only; wherein subscript K takes 1,2,3, K, where K is the number of vibration acceleration sensors;
in the step S12, the duration of the direct sound caused by 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 Make it only to I k Filtering and calculating reference signals at each sampling moment;
s2, active control of carriage noise
S21, arranging K vibration acceleration sensors at the wheel hubs and the suspension rod pieces of the automobile by adopting the sensor arrangement mode in the step S11, and collecting vibration acceleration signals to obtain reference signals x (n);
s22, arranging a microphone at a headrest of a seat in the vehicle to acquire an error microphone signal e (n);
s23, stacking length after all reference signals x (n) are filtered by the secondary path transfer functionI k Generating a filtered reference signal matrix R (n), and 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 ；
All the reference signals x (n) are filtered by a secondary path transfer function, specifically: for K vibration reference signals x 1 (n),x 2 (n)…x K (n) a stacking length J for calculating the reference signal r (n) filtered by the secondary path transfer function G, where J is the secondary path transfer function order;
the generating the filtered reference signal matrix R (n) specifically includes: according to the filter order I corresponding to each vibration reference point k Stacking length I of filtered reference signals r (n), respectively k Generating a filtered reference signal matrix R (n), and updating the corresponding independent order filter W (n) coefficients by combining the error microphone signal e (n), wherein the order of the filter W (n) corresponding to the kth reference signal is I k ；
S24 each reference signal x k (n) Pre-stack I k -1 moment value to obtain I k Reference signal values corresponding to the order I k The adaptive feedforward control filter W (n) of the headrest is subjected to convolution calculation, all reference signal calculation results are added to generate a secondary loudspeaker control signal u (n), and the secondary loudspeaker is driven to send out a signal which is counteracted with primary noise d (n) at the headrest.
2. The multi-channel independent order filter car cabin noise active control method according to claim 1, characterized in that: the generation of the secondary speaker control signal u (n) described in S24 is specifically: according to the filter order I corresponding to each vibration reference point k K vibration reference signals x 1 (n),x 2 (n)…x K (n) respective stacking lengths I k Then respectively with the corresponding length of I k Is filtered by an optimal order FIR control filter and added to obtain a control signal u of an mth secondary loudspeaker m (u)：
Wherein w is mKi The ith order filter coefficient corresponding to the kth reference signal, x K (n-i) is the first i time instant value of the kth reference signal.
3. The multi-channel independent order filter car noise active control method according to claim 2, wherein in S24, a secondary speaker control signal matrix u (n) generated based on road noise control is generated, expressed as:
the secondary loudspeaker control signal is transmitted to obtain a secondary signal y (n) at the error microphone, so that the secondary signal y (n) is counteracted with the primary noise d (n) to realize active noise control;
wherein e l (n) is the error microphone signal at the first error microphone, d l (n) is the primary noise signal at the first error microphone, y l (n) is the secondary signal at the first error microphone; g lmj The jth order coefficient is the transfer function of the mth secondary speaker to the ith error microphone.
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| CN108538304A (en) * | 2018-03-09 | 2018-09-14 | 华侨大学 | Active Control System for Noise Cancelling in Passenger Compartment of Vehicle |
| CN109859733A (en) * | 2019-01-02 | 2019-06-07 | 哈尔滨理工大学 | Engine noise control method based on FXLMS algorithm |
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