WO2022199971A1

WO2022199971A1 - Method and device for acoustically outputting a functional system noise of a vehicle

Info

Publication number: WO2022199971A1
Application number: PCT/EP2022/054643
Authority: WO
Inventors: Marcel Sperrhake
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2021-03-26
Filing date: 2022-02-24
Publication date: 2022-09-29
Also published as: CN117121097A; EP4315318A1; DE102021203034A1

Abstract

The invention relates to a method for acoustically outputting a functional system noise of a vehicle (1), comprising: - capturing a driving speed of the vehicle (1); - determining audio data which are characteristic of a frequency spectrum of the functional system noise; - processing the audio data on the basis of the driving speed of the vehicle (1) to form adapted audio data, such that at least one frequency and/or at least one frequency range within the frequency spectrum is changed; - providing an audio signal on the basis of the adapted audio data for output to a user (13) by means of an acoustic output apparatus (6) for the vehicle (1).

Description

description

Method and device for the acoustic output of a functional system noise

vehicle

The present invention relates to a method and a device for the acoustic output of a functional system noise of a vehicle. Audio data, which are characteristic of a frequency spectrum of the functional system noise, are determined or retrieved and, based on this, an audio signal is provided for output to a user of the vehicle by an acoustic output device.

So far, a .wav sound file has usually been used in vehicles for the turn signal, which is optionally supplemented by a speed-dependent volume adjustment (abbreviated as "GALA" for speed-dependent volume adjustment). The advantage of this is that the sound is better perceived at higher speeds, since wind, rolling and tire noise is then masked.

It is problematic at lower speeds and when stationary. In models that are very well insulated, in electric vehicles ("EVs") or vehicles with a start/stop function, the turn signal is often perceived as too present, not valuable or too annoying. In particular, this can be attributed to frequencies in the range above 2000 Hz, which are necessary while driving in order to be able to hear the sound even with tire, rolling and wind noise.

The previously used speed-dependent loudness adjustment (GALA) increases the loudness of the entire spectrum.

If you only reduce the volume, it often happens that you don't find the right level between pleasant and well audible.

The so-called “noise cancellation” is known from the prior art in headphones for suppressing ambient noise. The "noise cancellation" principle is more complex and expensive and also requires hardware that has not yet been used in the vehicle (possibly because of the costs).

US 2016/0185282 A1 discloses a turn-off audio module that uses audio filters to filter out unwanted frequencies. Furthermore, the turning audio module can have an amplifier that enables the volume of the turning audio signal to be reduced and/or increased step by step.

DE 10359 126 A1 discloses a device and a method for generating a turn signal noise. Depending on the selected direction of the direction indicator, the turn signal noise on the corresponding side of the vehicle can be louder and therefore more perceptible and spatially localizable. Furthermore, the volume of the turn signal noise can be adjusted to a noise level in the vehicle interior or to specific driving situations (e.g. when the vehicle is stationary).

The object of the present invention is to overcome the disadvantages known from the prior art and to provide a method for the vehicle or an audio module of the vehicle which is used for audio playback of functional system noises and which in particular only allows one sound file and to provide a device for the acoustic output of a functional system noise, which works for all situations, in particular equally while the vehicle is being driven (at high speeds) and when stationary, and is perceived as pleasant by the user of the vehicle.

The object is achieved according to the invention by the subject matter of the independent claims. Advantageous embodiments and developments of the invention are the subject matter of the dependent claims.

A method according to the invention for acoustically outputting a functional system noise of a vehicle includes detecting a driving speed of the vehicle. Furthermore, audio data is determined which is characteristic of a frequency spectrum of the functional system noise. Furthermore, the audio data based on the driving speed of the vehicle is processed into adapted audio data in such a way that at least one frequency and/or at least one frequency range within the frequency spectrum is changed, in particular increased and/or decreased. When a frequency and/or a frequency range (respectively) changes, the amplitude of the functional system noise at the frequency or in the frequency range (in particular over the entire frequency range) is preferably changed, in particular increased and/or reduced.

Furthermore, an audio signal based on the adjusted audio data is provided in particular for output to a user by (at least) one acoustic output device for the vehicle.

The acoustic output device is preferably an acoustic output device of the vehicle and in particular a loudspeaker of the vehicle. The acoustic output device is preferably part of an audio system of the vehicle. This can also be a (mobile) end device (of a user) that can be (freely) moved in relation to the vehicle.

In other words, the method relates to an audio playback of a functional system noise (also referred to as a functional system sound), with a change in the functional system noise, in particular a change in the frequency spectrum of the functional system noise, preferably being made for audio playback as a function of the (driving) speed of the vehicle.

The change in the frequency spectrum is preferably not a (global) scaling of the complete frequency spectrum (for example by changing a volume of the entire functional system sound). The change in the frequency spectrum is preferably a change in the functional system sound, in particular by raising and/or lowering individual frequencies or frequency ranges. In particular, the original frequency spectrum and the changed frequency spectrum differ, especially at the same volume.

The proposed method offers the advantage of (speed-dependent) matching of the output sound or the output functional system noise with the ambient noise, which is achieved by a speed-dependent increase and/or decrease in frequency ranges of the functional system noise. In this way, it is advantageously achieved that the sound or the functional system noise when stationary (of the vehicle) is perceived more pleasantly than in the prior art. Furthermore, the sound or the functional system noise also meets the requirements (such as perceptibility) while driving. Furthermore, the proposed method is comparatively inexpensive, since the parameters, such as (environmental and/or vehicle interior) noise, do not have to be measured in real time. Another advantage is that no new sounds or functional system noises are designed and have to be optimized specifically for each model.

Furthermore, the method advantageously proposes a cost-effective, effective method that can be implemented with comparatively little technical effort (in particular, a simple method). In addition, this method offers the advantage that it requires little computing power and is therefore high-performance.

At least one frequency range is preferred as a function of the (driving) speed of the vehicle, and particular preference is given to certain or predefined frequency ranges depending on the (driving) speed of the vehicle by processing the data (towards the changed audio data), and in particular by means of "EQing" (equalizing), amplified or weakened.

The functional system noise is in particular a noise relevant to driving (or a functional sound relevant to driving). The functional system noise is preferably selected from a group that includes a turn signal or a direction indicator of the vehicle, warning and/or notification tones of the vehicle, noises for acoustic feedback or noises for acoustic feedback (e.g. from a navigation device). output voice commands, and the like, and combinations thereof.

The audio data which are characteristic of a frequency spectrum of the functional system noise, or data characteristic of this, are preferably retrieved from a (in particular internal) storage device of the vehicle. A determination of the audio data can be understood as a retrieval of this data from the storage device. A determination of the audio data is preferably triggered and/or effected as part of or by actuating an operating element (such as the direction indicator) and/or a (made) user input.

In a preferred method, at least one frequency range within the frequency spectrum is lowered when the vehicle speed decreases (compared to at least one other frequency range and preferably to all other frequency ranges). This frequency range is preferably frequencies which are higher than 800 Hz, preferably higher than 1000 Hz, preferably higher than 1500 Hz and particularly preferably higher than 2000 Hz. This offers the advantage that high frequency ranges at comparatively low driving speeds have a lower Have a share of the functional system noise and have a lower volume.

At least one frequency range within the frequency spectrum is preferably amplified when the vehicle speed increases (compared to at least one other frequency range and preferably to all other frequency ranges). This frequency range is preferably frequencies which are higher than 800 Hz, preferably higher than 1000 Hz, preferably higher than 1500 Hz and particularly preferably higher than 2000 Hz. This has the advantage that the property that high frequencies drive noise can penetrate well and be perceived well at comparatively high speeds, can be used more and more here with increasing vehicle speeds.

With increasing (driving) speed of the vehicle, for example, the frequency range between 1.5 kHz and 5 kHz, preferably between 2 kHz and 5 kHz, is preferably amplified.

This offers the advantage that the signals can be guaranteed even with higher interior noise (e.g. tire, rolling, wind noise, etc.) or their perceptibility. On the other hand, when the vehicle is stationary, the signals in that area are preferably filtered more strongly in order to filter the areas that are often sharp and that are perceived as unpleasant by various people.

When the (driving) speed of the vehicle increases, frequencies are preferred which are higher than 1000 Hz, when the (driving) speed of the vehicle increases further, frequencies which are higher than 1.5 kHz are preferred, and when the (driving) speed of the Vehicle frequencies higher than 2000 Hz amplified. The frequency range below this frequency range between 1.5 kHz and 5 kHz, preferably between 2 kHz and 5 kHz, preferably remains essentially the same or unchanged, at least above a predetermined driving speed of the vehicle.

Frequencies that are higher than 2 kHz are preferred when the (driving) speed of the vehicle decreases, preferably frequencies that are higher than 1.5 kHz when the (driving) speed of the vehicle continues to decrease, and when the (driving) speed of the Vehicle frequencies that are higher than 1000 Hz are lowered.The frequencies that are essentially not lowered preferably remain essentially unchanged.At lower speeds, the high frequencies that are often perceived as unpleasant and too present are thus advantageously reduced.

The frequency range below this frequency range between 1.5 kHz and 5 kHz, preferably between 2 kHz and 5 kHz, preferably remains essentially the same or unchanged, at least above a predetermined driving speed of the vehicle.

In a further preferred method, a limit frequency is provided, above which all system noise components or all frequencies are reduced. Frequencies below this limit frequency are preferably not raised (nor lowered (in relation to the frequency spectrum)). The frequencies below this limit frequency preferably remain unchanged (essentially or with the exception of a transition range).

The limit frequency is preferably selected in a range between 800 Hz and 5000 Hz, preferably between 1000 Hz and 3000 Hz, preferably between 1000 Hz and 2500 Hz, preferably between 1500 Hz and 2500 Hz and particularly preferably between 1800 Hz and 2200 Hz.

The limit frequency is preferably selected at least at 700 Hz and preferably at least 800 Hz, at least at a predetermined first driving speed. The limit frequency is preferably selected at least at a predetermined second driving speed, which is greater than the first driving speed at at least 1000 Hz. The limit frequency is preferably selected at least at a predetermined third driving speed, which is greater than the second driving speed at at least 2000 Hz. Preference is given to starting at a fourth driving speed, which is greater than that third driving speed no change in the frequency spectrum and in particular no application of a filter.

In a further preferred method, the limit frequency depends on the driving speed of the vehicle. In this way, it can advantageously be ensured that larger frequency ranges of higher frequencies are reduced as the speed decreases.

The limit frequency preferably changes essentially continuously with the driving speed of the vehicle. The limit frequency preferably decreases as the vehicle speed decreases. Conversely, the cut-off frequency preferably increases as the vehicle speed increases.

In a further preferred method, the audio data is processed by using a filter, the filter to be used having at least one filter parameter which is determined as a function of the driving speed of the vehicle.

A value for (in particular each) filter parameter can preferably be derived for each driving speed. Each driving speed is preferably assigned at least one and preferably each filter parameter.

What is known as a gain or an increase in volume or a decrease in volume (or change in amplitude), which results from the processing of the audio data (at the set frequency), can preferably be set and/or changed as a filter parameter.

A filter quality Q, which is understood in particular as a slope steepness of the filter used, is preferably adjustable and/or changeable as a filter parameter. By setting Q, it is possible in particular to set how large the range around a specified center frequency (frequency band) is to be processed by data processing or an equalizer.

A center frequency and/or a cut-off frequency of the filter (as a filter parameter) can preferably also be set and/or specified.

It is also conceivable that the filter parameters (at least for specified driving speeds) can be changed in a user-specific manner. In a more preferred method, the filter is selected from a group of filters including high-pass filters, low-pass filters, band-pass filters, band-stop filters, band-stop filters, notch filters, shelving filters (high-shelf; low-shelf), and the like, and combinations thereof.

In comparison to the state of the vehicle at a given vehicle speed of at least 50 km/h, preference is given to an amplitude change and in particular an increase in volume of at least 10 dB, preferably at least 20 dB, preferably at least 30 dB in the frequency range of frequencies above 2000 Hz ( caused by data processing).

The volume of the entire output functional system noise is preferably additionally increased as the driving speed increases.

In a further preferred method, the at least one frequency and/or the at least one frequency range is changed on the basis of a vehicle-specific data record, which is preferably stored on a memory device of the vehicle. For example, a value for a filter parameter can be stored (in the memory device) for predetermined driving speeds. A value for at least one filter parameter and preferably for all filter parameters can preferably be interpolated from this for each driving speed.

In a further preferred method, the changed audio data is determined on the basis of a ventilation level (in addition to or as an alternative to the driving speed of the vehicle) of a ventilation device of the vehicle. The noise of the ventilation device of the vehicle can thus advantageously also be taken into account when outputting functional system noises.

The present invention is further directed to a device for the acoustic output of a functional system noise of a vehicle, which is suitable and intended for determining audio data which are characteristic of a frequency spectrum of the functional system noise and an audio signal based on audio Provide data for output to a user through an acoustic output device for the vehicle.

According to the invention, the device has a detection device which is configured to detect (and/or determine) a driving speed of the vehicle. The device also has a data processing device which is suitable and intended for processing audio data based on the driving speed of the vehicle into adapted audio data in such a way that at least one frequency and/or at least one frequency range within the frequency spectrum is changed. In this case, the device is configured to provide the audio signal on the basis of the adjusted audio data.

It is therefore also proposed within the scope of the device according to the invention that at least one predefined frequency range (by means of the data processing device, in particular by means of “EQing”) is amplified or weakened depending on the speed. The predefined frequency range is preferably changed relatively (in terms of its amplitude and/or volume) and in particular amplified or weakened, in particular in relation to at least one other frequency range of the frequency spectrum of the functional system noise.

This also allows high frequencies that are perceived as unpleasant to be suppressed and/or reduced when the vehicle is stationary or at low speeds, whereas high frequencies that are increased in comparison to this at high vehicle speeds advantageously ensure good perceptibility of the functional system noise.

The device for the acoustic output of a functional system noise is preferably set up, suitable and/or intended to carry out the method described above and all method steps already described above in connection with the method individually or in combination with one another. Conversely, the method can be equipped with all of the features described in the context of the device for acoustically outputting a functional system noise of a vehicle, either individually or in combination with one another.

The device for the acoustic output of a functional system noise can be part of an instrument cluster (abbreviation for combination instrument), which represents an instrument cluster of the vehicle, which has a speedometer, odometer, tachometer, fuel gauge, coolant temperature gauge, indicator lamp and/or direction indicators (turn signals). The present invention is also aimed at a vehicle, in particular a motor vehicle, comprising an above-described device for acoustically outputting a functional system noise according to one embodiment, with this device preferably being a (fixed and in particular non-destructively detachable) part of the vehicle .

The vehicle can in particular be a (motorized) road vehicle. A vehicle can be a motor vehicle which, in particular, is a motor vehicle controlled by the driver himself (“driver only”), a semi-autonomous, autonomous (e.g. autonomy level 3 or 4 or 5 (of the SAE J3016 standard)) or self-driving motor vehicle is. Autonomy Level 5 designates fully automated vehicles. The vehicle can also be a driverless transport system. The vehicle can be controlled by a driver or drive autonomously. In addition to being a road vehicle, the vehicle can also be an air taxi, an airplane and another means of transportation or another type of vehicle, for example an air vehicle, water vehicle or rail vehicle.

The present invention of the method for the acoustic output of a functional system noise of a vehicle has been described in connection with functional system noises in a vehicle or the vehicle. However, the present invention can also be applied to the acoustic output of music or other audio outputs (in particular while the vehicle is driving). For example, a particularly dynamic “EQing” (“equalizing”) or a particularly dynamic sound control for music can be carried out on the basis of a function and/or in real time using the microphones in the vehicle. The applicant reserves the right to also claim a method and a device for acoustic output aimed at this.

The present invention is also aimed at a computer program or computer program product, comprising program means, in particular a program code, which represents or encodes at least individual method steps of the method according to the invention or combinations thereof and preferably one of the preferred embodiments described and is designed to be executed by a processor device.

The present invention is also aimed at a data memory on which at least one embodiment of the computer program according to the invention or a preferred embodiment of the computer program is stored. Further advantages and embodiments result from the attached drawings:

Show in it:

1 shows a schematic representation of a vehicle with a device according to the invention for the acoustic output of a functional system noise;

2 shows a frequency spectrum of a turn signal noise;

FIG. 3 shows a frequency spectrum of the turn signal noise from FIG. 2 after application of a so-called high shelf filter with first predefined filter parameters; and

FIG. 4 shows a frequency spectrum of the turn signal noise from FIG. 2 after application of a so-called high shelf filter with second predefined filter parameters.

1 shows a schematic representation of a vehicle 1 with a device 10 according to the invention for the acoustic output of a functional system noise. The functional system noise can, for example, represent a turn signal noise (or a turn signal sound), which is transmitted to a user 13 when a turn signal 2 on the steering wheel 4 of the vehicle 1 is actuated by means of the acoustic output device 6 identified by the reference number 6 and shown schematically in Figure 1 is issued.

2 shows a frequency spectrum of a turn signal noise. The reference numeral 20 designates a volume L (in units of dB) of the blinker noise as a function of the frequency (in units of Hz).

In order to be able to perceive the turn signal noise equally at high and low driving speeds of the vehicle 1, the sound file (“wav”) for the turn signal was optionally supplemented by a speed-dependent volume adjustment.

In particular, high frequencies from the frequency spectrum of the turn signal noise, which are identified here in FIG. 2 with the reference numeral 30, ensure better penetration of, for example, noise-intensive rolling noises that occur particularly at high driving speeds and are relatively low-frequency. However, precisely these frequencies 30 in the range above 2000 Hz, for example, are often perceived as being too present, not valuable or too annoying. If you only reduce the volume, it often happens that you can no longer find the right level between pleasant and well audible.

Fig. 3 shows a frequency spectrum 22 of the turn signal noise from Fig. 2 after application of a so-called high shelf filter (reference numerals 30, 32, 34) with first predetermined filter parameters, which can be changed in Fig. 3 with the controllers 12, 14 and 16 . Here, a (main) frequency of the filter is set with controller 12, with controller 14 a "GAIN" of the filter (set here at -30 dB) and with controller 16 a value for (the filter quality) Q (between 0.025 and 40).

In this context, “gain” is understood to mean, in particular, an increase in volume or a decrease in volume (change in amplitude, in units of dB) that results from the application of the filter to a noise.

The filter quality Q is understood to mean, in particular, a slope steepness of the filter used. For example, Q can be used to set how large the range 34 around the selected center frequency 32 (frequency band) should be changed by the filter.

In the setting selected in FIG. 3, this is set to the maximum negative value at -30 dB. Correspondingly, at higher frequencies (at least from the set center frequency 32 by 2 kHz, there is a significant reduction in amplitude (by up to 30 dB).

Depending on the (driving) speed of the vehicle 1, a high-shelf filter, identified here, is applied to the blinker sound (from FIG. 2) with a frequency spectrum 20. At 0 km/h (driving) speed of the vehicle, the filter is active at 2000 Hz, a Q of 0.7 with -30 dB and thus significantly reduces the volume of the frequencies above 2000 Hz.

The (adapted) frequency spectrum 22 obtained, which is obtained from the frequency spectrum from FIG. 2 after the application of a filter, here a high-shelf filter, means that the sound is perceived as significantly more pleasant when stationary. A high-cut filter (so-called low-pass filter) is also possible. FIG. 4 shows the result of a frequency spectrum 22 obtained after application of a high-shelf filter to the blinker noise with a frequency spectrum from FIG. 2, the filter parameters being selected here (in part) differently than in FIG. In particular, other filter parameters for gain and Q were selected compared to the filter parameters selected in FIG. In the application of a high-shelf filter shown in FIG. 4 (identified by reference numerals 30, 32, 34), the values +0.96 dB for gain and the value 0.734 for Q were selected.

This results in a significantly lower (insignificant) increase in amplitude for higher frequency ranges of the turn signal noise, while in FIG. 3 a significant reduction in the frequency range with frequencies greater than 2 kHz is brought about by using the filter with the filter parameters set therein.

Depending on the (driving) speed of the vehicle 1, the parameters of the filter (in particular mainly the gain range -30 dB to +1 dB) are adjusted here. This can be adapted to the respective vehicle using a data record.

This function was described here specifically for the turn signal, but can also be applied to other functional sounds in the vehicle.

As further expansion stages, the inclusion of the ventilation levels and/or "EQing" for music based on a function or by real-time measurement using the microphones in the vehicle would be conceivable. The way it works can both lower and raise frequencies.

The applicant reserves the right to claim all features disclosed in the application documents as essential to the invention, provided they are new compared to the prior art, either individually or in combination. It is also pointed out that the individual figures also describe features which can be advantageous in and of themselves. The person skilled in the art recognizes immediately that a specific feature described in a figure can also be advantageous without adopting further features from this figure. Furthermore, the person skilled in the art recognizes that advantages can also result from a combination of several features shown in individual figures or in different figures. reference list

1 vehicle

2 direction indicators

4 steering wheel

6 output device

10 Acoustic output device

12 controls for frequency

13 users

14 controls for gain (amplitude change)

16 controls for filter quality Q

20 frequency spectrum of a turn signal noise 30 marked frequency range

32 center frequency

34 frequency band f frequency

L volume

Claims

patent claims

1. A method for the acoustic output of a functional system noise of a vehicle (1), comprising:

detecting a running speed of the vehicle (1);

determining audio data characteristic of a frequency spectrum of the functional system noise;

Processing of the audio data based on the driving speed of the vehicle (1) in such a way adapted audio data that at least one frequency and/or at least one frequency range within the frequency spectrum is changed, in particular increased or decreased;

Providing an audio signal based on the adjusted audio data for output to a user (13) by an acoustic output device (6) for the vehicle (1).

2. The method according to claim 1, characterized in that at least one frequency range within the frequency spectrum is lowered when the vehicle speed decreases.

3. The method according to any one of the preceding claims, characterized in that a limit frequency is provided, above which all system noise components are lowered.

4. The method according to the preceding claim, characterized in that the limit frequency of the driving speed of the vehicle (1) is dependent.

5. The method as claimed in one of the preceding claims, characterized in that the audio data is processed by applying a filter, the filter to be used having at least one filter parameter which is determined as a function of the driving speed of the vehicle.

6. The method according to the preceding claim, characterized in that the filter is selected from a group of filters which high-pass filter, low-pass filter, bandpass filters, bandstop filters, bandstop filters, notch filters, shelving filters, and the like, and combinations thereof.

7. The method as claimed in one of the preceding claims, characterized in that the at least one frequency and/or the at least one frequency range is changed on the basis of a vehicle-specific data record which is preferably stored on a memory device of the vehicle.

8. The method as claimed in one of the preceding claims, characterized in that the changed audio data is determined on the basis of a ventilation level of a ventilation device of the vehicle (1).

9. Device (10) for the acoustic output of a functional system noise of a vehicle (1), which is suitable and intended to determine audio data which are characteristic of a frequency spectrum of the functional system noise and an audio signal based on audio To provide data for output to a user (13) by an acoustic output device (6) for the vehicle, characterized in that the device (10) has a detection device which is configured to detect a driving speed of the vehicle (1) and the Device (10) has a data processing device which is suitable and intended for processing audio data based on the driving speed of the vehicle (1) into adapted audio data in such a way that at least one frequency and/or at least one frequency range changes within the frequency spectrum is, wherein the device is configured to the audio signal to Gr and to provide location of the adjusted audio data.

10. Vehicle (1), in particular a motor vehicle, comprising a device (10) for acoustic output according to the preceding claim.