EP3664078A1 - Fahrzeuggeräuschunterdrückung - Google Patents

Fahrzeuggeräuschunterdrückung Download PDF

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Publication number
EP3664078A1
EP3664078A1 EP18210449.7A EP18210449A EP3664078A1 EP 3664078 A1 EP3664078 A1 EP 3664078A1 EP 18210449 A EP18210449 A EP 18210449A EP 3664078 A1 EP3664078 A1 EP 3664078A1
Authority
EP
European Patent Office
Prior art keywords
noise
range
frequencies
vehicle
signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18210449.7A
Other languages
English (en)
French (fr)
Inventor
Vincenzo Ciaravola
Gaetano Fortunato
Mattia GIUSTINIANO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Europe NV SA
Original Assignee
Bridgestone Europe NV SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bridgestone Europe NV SA filed Critical Bridgestone Europe NV SA
Priority to EP18210449.7A priority Critical patent/EP3664078A1/de
Publication of EP3664078A1 publication Critical patent/EP3664078A1/de
Withdrawn legal-status Critical Current

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    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/128—Vehicles
    • G10K2210/1282—Automobiles
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/128—Vehicles
    • G10K2210/1282—Automobiles
    • G10K2210/12821—Rolling noise; Wind and body noise
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/129—Vibration, e.g. instead of, or in addition to, acoustic noise
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/50—Miscellaneous
    • G10K2210/505—Echo cancellation, e.g. multipath-, ghost- or reverberation-cancellation
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • 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
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/50—Miscellaneous
    • G10K2210/511—Narrow band, e.g. implementations for single frequency cancellation

Definitions

  • the present invention relates to vehicle noise cancelling.
  • Vehicle noise is an annoying problem for the automotive industry, heavily impacting passenger comfort.
  • a vehicle's tyre induces cabin noise by transmitting vibration to the cabin frame:
  • the perceived cabin noise is a combination of tyre particular characteristics, cabin frame geometry and structure and subjective sensitivity to noise emission and frequencies.
  • So-called active noise cancelling involves producing a second sound from a first sound which is intended to cancel the first sound.
  • a first signal is produced from the first sound
  • a second (noise cancelling) signal is produced from the first signal
  • a second sound is produced from the second signal.
  • the second signal is produced by inverting the first signal. The closer the second signal is to being a mirror image of the first, the better noise cancelling will be.
  • the present invention aims to provide improved vehicle noise cancelling.
  • the present inventors have realised that a) different people find different noise frequencies annoying; b) different tyres produce different noise frequency spectrums; and c) different vehicles transmit different some noise frequencies more than others.
  • the present inventors have also realised that a noise cancelling signal is less efficient if it is has to work on a wide noise frequency range.
  • vehicle noise cancelling can be improved by focussing the noise cancelling on a narrower noise frequency range in which a) a user desires to cancel noise or finds noise annoying, b) noise of a particular tyre is loudest, or c) tyre noise transmitted by a vehicle body is highest.
  • a first aspect of the present invention provides a computer-implemented method of adjusting vehicle noise cancelling, the method comprising:
  • Noise cancelling tends to be more efficient over a narrower frequency range. This is because the noise cancelling signal can be made closer to being a mirror image of the noise signal when the noise signal has a smaller number of different frequencies. When the noise cancelling is then focused on a range of frequencies which is appropriate for the particular user/tyre/vehicle then more efficient noise cancelling is provided over the range of frequencies that matter or that is most problematic.
  • the first aspect of the invention may provide a method of cancelling vehicle noise, the method comprising steps i) and ii) and: iii) capturing a noise to produce a noise signal over the noise signal range set in step ii), and
  • a computer-implemented method of cancelling vehicle noise comprising:
  • step i) the user may desire to cancel noise over a range of frequencies because the user finds noise most annoying over that range of frequencies.
  • the range of frequencies of a), b), c) and d) is less than 230Hz.
  • a "range of frequencies" is defined between two numerical limits.
  • “loudest” is in comparison to another range of frequencies where noise is less loud.
  • the loudness broadly corresponds to the amplitude of the noise. However, a user may perceive sounds of the same amplitude but different frequencies as having different loudness. The method may take the user's perception into account when obtaining information on a range of frequencies over which noise produced is loudest.
  • frequencies may be only within human audible range i.e. 20Hz-20kHz.
  • obtaining information on a) may comprise playing noises in a plurality of ranges of frequencies to a user, asking in which range the user desires to cancel noise or noise is most annoying, and choosing the range over which the user indicates desire to cancel noise or noise is most annoying. Thereby, the preferences or annoyance of different ranges of a user is tested.
  • the method may comprise just obtaining the chosen range over which the user indicates desire to cancel noise or noise is most annoying. Thereby, just the results of the test would be obtained.
  • the method comprises obtaining information on two or more of a), b), c) and d), and, in step ii), the method comprises setting a noise signal range of frequencies which includes the ranges of frequencies obtained in step i).
  • information on b) a range of frequencies over which noise produced by a tyre is loudest is obtained by measuring force at the tyre spindle (wheel hub) during running.
  • loudness of noise may be taken to be proportional to the force measured.
  • the measured force could be adjusted according to human ear's perception of relative loudness of sound of different frequencies to give the loudness.
  • Tyre forces may be measured at the tyre spindle along the three directions (Vertical, Lateral and Fore & Aft).
  • the force is measured as it varies with time to give a force signal, and the force signal is split into its component frequencies using a Fourier transform.
  • information on b) a range of frequencies over which noise produced by a tyre is loudest is obtained by integrating the force over different ranges of frequencies, comparing the integrated forces, and selecting the range with the largest force. The selected range is judged to be the range over which noise produced by the tyre is loudest.
  • information on c) a range of frequencies over which tyre noise transmittance by a vehicle is highest is obtained by measuring sound pressure inside the vehicle, more preferably inside the vehicle cabin.
  • the force at a tyre spindle is also measured, and the noise transmittance is calculated from the measured sound pressure and measured force.
  • the measuring may use a microphone.
  • the noise transmittance by the vehicle may be calculated from the measured sound pressure and the force measured on the tyre.
  • Noise transmittance can be calculated by vibrating a tyre over a range of frequencies and at a range of amplitudes, measuring the force at the tyre spindle in the three directions, measuring the sound pressure inside the vehicle, and calculating noise transmittance (transfer function) for each of the three directions from the sound pressure and the forces measured.
  • the noise transmittance for each of the three directions may be integrated over different ranges of frequencies.
  • a vehicle will typically transmit noise more at some frequencies than others. Thereby, the range of frequencies with the highest noise transmittance for the three directions can be identified. For example, the range of frequencies with the largest integrated noise transmittance in any of the three directions may be considered the range with the highest noise transmittance.
  • information on d) a range of frequencies over which noise produced by a tyre and vehicle combination is loudest is obtained by measuring force at the tyre spindle during running and/or by measuring sound pressure inside the vehicle.
  • the difference between the highest and lowest frequencies of the noise signal range is less than or equal to 200Hz, more preferably less than or equal to 100Hz, more preferably less than or equal to 70Hz.
  • the difference between the highest and lowest frequencies of the noise signal range is from 30-70Hz. This provides the advantage that the range can be relatively narrow and focused.
  • the lowest frequency of the noise signal range is 50Hz or more, for example 50Hz, 120Hz, 180Hz or 250Hz.
  • the highest frequency of the noise signal range is 320Hz or less, for example, 320Hz, 250Hz, 180Hz or 120Hz.
  • the difference between the highest and lowest frequencies is less than or equal to 100Hz, more preferably less than or equal to 70Hz. Accordingly, any of the ranges in step i) can be relatively narrow and focused.
  • the range of frequencies is obtained by comparison to desire to cancel noise or annoyance, loudness or transmittance of noise in another range of frequencies, and preferably the difference between the highest and lowest frequencies in both ranges is the same.
  • the difference in both ranges is less than or equal to 70Hz.
  • the comparison is to two, three or more than three other ranges of frequencies.
  • the difference in all the ranges is less than or equal to 70Hz.
  • the difference in all the ranges is the same.
  • the noise signal range of frequencies is set to be the same as the range of frequencies of a), b), c) or d).
  • the lower limit of the noise signal range may be the lower limit of one range of frequencies of a), b), c) or d), and the higher limit may be the higher limit of one range of frequencies of a), b), c) or d).
  • step ii) when more than one of a), b), c) or d) is obtained in step i), if the ranges of frequencies are different, in step ii) the noise signal range of frequencies is set to include the different ranges.
  • step ii) when more than one of a), b), c) or d) is obtained in step i), if the ranges of frequencies are the same, in step ii) the noise signal range of frequencies is set to be the same range.
  • a second aspect of the present invention provides a system for adjusting vehicle noise cancelling, the system being configured to:
  • the second aspect of the invention may provide a system for cancelling vehicle noise, the system being configured according to i) and ii) and being configured to:
  • a system for cancelling vehicle noise the system being configured to:
  • the system has a processor which executes step i) and/or ii).
  • step i) the information may be obtained from a remote database.
  • the system may be configured to communicate with a tyre of the vehicle (for example, a tag in the tyre) to determine the model of tyre used.
  • the system may be configured to obtain information on that model of tyre from a remote database.
  • the system may be configured to communicate with the vehicle (for example, a tag in the vehicle) to determine the model of vehicle used.
  • the system may be configured to obtain information on that model of vehicle from a remote database.
  • the system comprises a microphone to capture the noise signal in step iii) and/or a speaker to produce the noise cancelling signal in step iv).
  • the system (for example, the microphone and/or speaker) may be integrated in a vehicle and/or in a mobile phone.
  • the system may therefore make use of existing components of the vehicle or mobile phone.
  • the system is installed in a mobile phone, the mobile phone being configured to execute steps i) and ii).
  • the system is installed in a mobile phone, the mobile phone being configured to execute steps i) to iv).
  • the system is installed in a mobile phone, the mobile phone being configured to execute steps i) and ii), and the vehicle being configured to execute steps iii) and iv).
  • a third aspect of the invention provides computer program instructions which, when executed in a device comprising a processor, cause the processor to perform a method of the first aspect of the invention.
  • a fourth aspect of the invention provides a non-volatile memory comprising computer executable code which, when executed in a device comprising processor, causes the processor to perform a method of the first aspect of the invention.
  • a fifth aspect of the invention provides a device comprising a processor and a memory, the memory storing program instructions for execution by the processor, the program instructions, when executed by the processor, causing the processor to perform a method of the first aspect of the invention.
  • the device may perform at least one of the steps of the method of the first aspect, and another device may be provided of the same type which performs the other steps of the method of the first aspect.
  • the device may be integrated in a vehicle or mobile phone.
  • one device may be integrated in a vehicle, and the other device may be integrated in a mobile phone.
  • the mobile phone may be configured to execute steps i) and ii), or steps i) to iv).
  • the vehicle may be configured to execute steps iii) and iv).
  • a mobile phone 10 a user 12, a tyre 14 and a vehicle 16 are shown. Also shown are steps 1-4 which will be described in more detail below.
  • a system for cancelling vehicle noise comprises the mobile phone 10, the tyre 14, the vehicle 16, and a remote database in the cloud.
  • the mobile phone 10 is configured to characterize the noise perception of the user 12 through a standard test aimed to verify the level of annoyance or disturbance that the user associates with specific frequencies/amplitudes. From the results of the test the mobile phone 10 creates a user profile.
  • the user profile is stored on a remote database in the cloud. Alternatively, it may be stored directly on the mobile phone 10.
  • Tyre characterization has been executed by the tyre manufacturer or other specialized entities, and stored on a database accessible remotely by the mobile phone 10.
  • the tyre characterization has to be executed once.
  • the tyre characterization is a full characterization of the tyre in terms of vibration amplitude and frequency.
  • the tyre 14 is equipped with a device, specifically an RFID tag, able to communicate specific information, namely the model of the tyre, to the mobile phone 10.
  • Vehicle or cabin characterization as indicated at 3, has been executed by the vehicle manufacturer or other specialized entities, and stored on a database accessible remotely by the mobile phone 10. The vehicle characterization has to be executed once.
  • the vehicle 16 is equipped with a device, specifically an internet link, able to communicate specific information, namely the model of the vehicle, to the mobile phone 10.
  • the mobile phone 10 has a microphone and a speaker and in the preferred embodiment noise is captured using the microphone and a sound is produced by the speaker which cancels the noise.
  • the speaker and/or microphone could be integrated into the vehicle 16.
  • the user 12 approaches the vehicle 16.
  • the mobile phone 10 :
  • Fig. 2 shows a schematic test rig with a tyre 20 and a drum 22.
  • the drum 22 simulates a road surface and induces vibrations in the tyre 20.
  • Forces on the spindle of the tyre 20 are measured in three orthogonal directions, Fy being the force in the axial direction, Fx being the force in the forwards/backwards direction of the vehicle, and Fz being in the up/down direction of the vehicle.
  • Fig. 3 shows graphs of the forces Fx, Fy, Fz (in Newtons) plotted against frequency (Hz). In each graph, lines are plotted for three different tyres. Tyre 1 has a stiff structure, Tyre 2 has a soft structure, and Tyre 3 has a soft structure with sponge.
  • Fig. 4 has graphs showing the total of the measured vibration forces separated into frequency ranges. The total forces are obtained from the graphs shown in Fig. 3 by integrating between the limits of the four frequency ranges.
  • the frequency ranges are:
  • the difference between the highest and lowest frequencies in the frequency ranges is 70Hz or less in the preferred embodiment.
  • the frequency ranges are chosen to have about the same "widths" (i.e. the difference between highest and lowest frequencies) so that a fair comparison between the total forces obtained by integration can be made.
  • Fig. 4 From the graphs shown in Fig. 4 it can be determined in what frequency range the force is highest. For example, for Tyre 1, it can be seen that the highest force is in the High Frequency range where the force Fy is about 200 Newtons. For Tyre 2, it can be seen that the highest force is also in the High Frequency range where the force Fy is about 190 Newtons. For Tyre 3, it can be seen that the highest force is also in the High Frequency range where the force Fy is about 200 Newtons.
  • a microphone is placed in the vehicle (labelled "MIC FL" in Fig. 5 ).
  • MIC FL the vehicle
  • each of the four tyres will contribute to noise inside the vehicle, but the following will just consider the vibrations from the front left tyre (not the front right, irrespective of what is shown in Fig. 5 ).
  • the front left tyre is rolled against a rotating drum to produce vibrations over a range of frequencies and at a range of amplitudes.
  • the range of amplitudes is achieved by running the tyre over a range of speeds in ramp up and coast down.
  • the forces on the tyre are measured, using wheel force sensors.
  • the microphone measures sound pressure in the vehicle cabin.
  • the noise transmittance (transfer function) for each of the three directions is calculated from the measured sound pressure and the forces measured. The calculation is described in more detail below.
  • the noise transmittance for each of the three directions is integrated over different ranges of frequencies.
  • the ranges have about the same widths, i.e. the difference between highest and lowest frequencies.
  • a vehicle will typically transmit noise more at some frequencies than others.
  • the range of frequencies with the highest noise transmittance for a particular direction can be identified.
  • the range of frequencies with the largest integrated noise transmittance in any of the three directions may be considered the range with the highest noise transmittance.
  • the noise in the cabin (as measured by the microphone) will be the sum of the vibrations from the four tyres transmitted through the vehicle body. Then, just considering the effects of one of the tyres, the sound pressure is the sum of each individual force component multiplied by a transfer function for that direction. Each transfer function will be valid at just one frequency.
  • transfer functions correspond to the ability of the vehicle body to transfer vibrations at a particular frequency in a particular direction.
  • a relatively high transfer function in the y (lateral) direction at 50Hz means that vehicle is able to transfer vibrations at 50Hz in the y direction relatively well.
  • the forces on the tyre spindle are measured as they vary with time to give a force signal, and the force signal is split into its component frequencies using a Fourier transform.
  • the sound pressure is measured by the microphone as it varies with time to give a sound pressure signal, and the sound pressure signal is split into its component frequencies using a Fourier transform.
  • the transfer functions relate the various forces at each frequency to the sound pressure at that frequency.
  • the transfer functions are then integrated over a particular range of frequencies to indicate the vehicle's ability to transfer vibrations over that frequency range.
  • the transfer functions have been integrated over those frequency ranges.
  • the transfer functions are labelled “y/Fx”, “y/Fy” and “y/Fz”.
  • “y” is the sound pressure at the front left microphone.
  • "y/Fx”, “y/Fy” and “y/Fz” are simplifications of the calculations described above to obtain the transfer functions from the measured sound pressure and tyre forces.
  • the units of the transfer functions are kPa/N.
  • High Rumble is the most critical frequency range because it has the highest transmittance (in the y direction), namely about 4kPa/N.
  • Low Rumble is the most critical frequency range because it has the highest transmittance (in the y direction), namely about 2kPa/N.
  • the equation can be solved for the transfer functions using data measured for the sound pressure and forces, provided that sufficient different data points have been measured for the sound pressure and force.
  • Fig. 6 illustrates how the transfer functions T are calculated.
  • the transfer functions represent the force transmittance by the vehicle (in this case Vehicle D).
  • sound pressure/total force is the solid upper line
  • force transmittance (transfer functions) for the different directions are the lower lines.
  • the sound pressure/total force in the upper solid line is calculated by summing the force transmittances of the lower lines y/Fx, y/Fy and y/Fz.
  • the units of force transmittance are indicated on the left as Pa/N on a decibel scale.
  • the values of the transfer functions are calculated from the measured forces and sound pressures using Multiple Input Multiple Output (MIMO) software.
  • MIMO Multiple Input Multiple Output
  • the lower graph in Fig. 6 shows force transmittance (transfer functions) integrated over the different frequency ranges as was done for the graphs in Fig. 5 .
  • the highest force transmittance is in the Low Rumble frequency range y direction, namely about 2.5kPa/N.
  • the mobile phone 10 In putting noise cancelling into practice, according to the preferred embodiment, the mobile phone 10:
  • the difference between the highest and lowest frequencies in the frequency ranges is 70Hz or 60Hz in the preferred embodiment, but alternatively could be 50, 40 or 30Hz.
  • the ranges are 50-120Hz ("Low Rumble (LR)”), 120-180Hz (“High Rumble (HR)”), 180-250Hz (“Cavity (Cav)”), 250-320Hz.
  • the ranges may include a range of 20-50Hz (“Booming") in addition to, or instead of, one of these ranges.
  • difference between the highest and lowest frequencies in each frequency range is ⁇ 230Hz. Accordingly, the range selected can be easily set as the noise signal range over which noise is captured by the microphone.
  • the noise cancelling signal is produced from the noise signal by inverting the noise signal, as is known in the art, but it could be done by delaying the signal by 180 degrees, or using another method known in the art.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Acoustics & Sound (AREA)
  • Multimedia (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Soundproofing, Sound Blocking, And Sound Damping (AREA)
EP18210449.7A 2018-12-05 2018-12-05 Fahrzeuggeräuschunterdrückung Withdrawn EP3664078A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18210449.7A EP3664078A1 (de) 2018-12-05 2018-12-05 Fahrzeuggeräuschunterdrückung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18210449.7A EP3664078A1 (de) 2018-12-05 2018-12-05 Fahrzeuggeräuschunterdrückung

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EP3664078A1 true EP3664078A1 (de) 2020-06-10

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115217696A (zh) * 2022-07-01 2022-10-21 奇瑞汽车股份有限公司 噪声控制方法、装置以及车辆制造方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150124989A1 (en) 2013-11-01 2015-05-07 Hyundai Motor Company System for controlling vehicle interior sound using smart phone and method thereof
DE102016005904A1 (de) * 2016-05-13 2017-11-16 Audi Ag Unverzögerte Störschallunterdrückung in einem Kraftfahrzeug
US20170372690A1 (en) * 2016-06-24 2017-12-28 GM Global Technology Operations LLC Method, system and apparatus for addressing road noise
US10065561B1 (en) * 2018-01-17 2018-09-04 Harman International Industries, Incorporated System and method for vehicle noise masking
US20180315413A1 (en) * 2017-04-26 2018-11-01 Ford Global Technologies, Llc Active sound desensitization to tonal noise in a vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150124989A1 (en) 2013-11-01 2015-05-07 Hyundai Motor Company System for controlling vehicle interior sound using smart phone and method thereof
DE102016005904A1 (de) * 2016-05-13 2017-11-16 Audi Ag Unverzögerte Störschallunterdrückung in einem Kraftfahrzeug
US20170372690A1 (en) * 2016-06-24 2017-12-28 GM Global Technology Operations LLC Method, system and apparatus for addressing road noise
US20180315413A1 (en) * 2017-04-26 2018-11-01 Ford Global Technologies, Llc Active sound desensitization to tonal noise in a vehicle
US10065561B1 (en) * 2018-01-17 2018-09-04 Harman International Industries, Incorporated System and method for vehicle noise masking

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115217696A (zh) * 2022-07-01 2022-10-21 奇瑞汽车股份有限公司 噪声控制方法、装置以及车辆制造方法
CN115217696B (zh) * 2022-07-01 2024-03-01 奇瑞汽车股份有限公司 噪声控制方法、装置以及车辆制造方法

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