阅读说明：本技术 一种基于虚拟传感的列车驾驶室有源噪声控制系统 (Train cab active noise control system based on virtual sensing ) 是由 代海 李�荣 玉昊昕 张彦峰 吴凡 张亚洲 袁梦囝 李炎达 于 2020-08-05 设计创作，主要内容包括：本发明公开了一种基于虚拟传感的列车驾驶室有源噪声控制系统,涉及有源噪声控制技术领域,包括噪声采集模块、控制模块和降噪模块。本发明通过采集驾驶室内的实时噪声获取实时初级声信号,另外实时发出与所述初级噪声信号抵消的次级声信号,实现列车驾驶室的有源噪声控制,在不影响驾驶员正常活动的同时保证其头部区域控制效果最佳,而且在人头部活动或噪声环境改变的情况下,控制系统仍能保持良好的稳定性和消声性能,应用范围广,适应性强。(The invention discloses a train cab active noise control system based on virtual sensing, and relates to the technical field of active noise control. The invention acquires real-time primary sound signals by collecting real-time noise in the cab, and sends out secondary sound signals which are offset with the primary sound signals in real time, thereby realizing active noise control of the train cab, ensuring the optimal control effect of the head area of a driver without influencing the normal activity of the driver, and keeping good stability and noise elimination performance of a control system under the condition of human head activity or noise environment change, and having wide application range and strong adaptability.)

1. The active noise control system of the train cab based on virtual sensing is characterized by comprising a noise acquisition module (1), a control module (2) and a noise reduction module (3), wherein the noise acquisition module is connected with the control module;

the noise acquisition module (1) is used for acquiring a real-time primary noise signal in a cab and transmitting the signal to the control module (2);

the control module (2) is used for receiving the acquired real-time primary noise signals and carrying out processing calculation to obtain real-time output signals of the secondary sound source;

and the noise reduction module (3) is connected with the control module (2) and is used for sending out a secondary sound signal which is counteracted with the primary noise signal in real time.

2. The active noise control system of the train cab based on virtual sensing according to claim 1, further comprising a modeling debugging module (4) and a noise estimation module (5), wherein the modeling debugging module (4) and the noise estimation module (5) are respectively electrically connected with the control module (2);

the modeling debugging module (4) is used for realizing a physical secondary path H_pVirtual secondary path H_vAnd physical virtual path H_pvThe modeling is carried out, and the noise reduction performance of the ear position of the driver is monitored in the debugging stage;

and the noise estimation module (5) is used for acquiring real-time noise signals through the physical error points to estimate the noise signals of the ear positions of the driver.

3. The active noise control system of a train cab based on virtual sensing according to claim 2, characterized in that the noise reduction module (3) is electrically connected with a sound module and an alarm module.

4. The virtual sensing-based train cab active noise control system according to claim 1, wherein the noise collection module (1) is mounted in a driver operating floor or seat back position.

5. The virtual sensing-based train cab active noise control system according to claim 4, wherein the noise reduction module (3) is mounted in a driver's seat back headrest position.

Technical Field

The invention relates to the technical field of active noise control, in particular to a train cab active noise control system based on virtual sensing.

Background

In the running process of a train, track noise generated in a wheel track area and vibration noise generated by an engine and auxiliary equipment thereof are transmitted to the interior of a carriage through structure transmission and air transmission, so that physical and mental health and operation accuracy of a driver are influenced to a certain extent, and various noise control technologies are developed at the same time.

For train noise with energy mainly concentrated in a low-frequency range, active noise control technology is adopted to reduce noise at present, and the control target of the technology is the position of an error microphone (generally arranged on a driver operation table or a seat backrest) in a control system, so that the highest noise reduction amount is not the head area of a driver. In the application process of the technology, the optimal control effect of the head area of the driver can be ensured only by arranging the error microphone at the ear position of the driver, but the normal activity of the driver is seriously influenced. In summary, the best noise reduction effect position of the existing active noise control technology is not the expected position, the noise reduction amount of the expected position is required to be the highest, the layout of the electroacoustic device is severely limited, and the best noise reduction effect of the head region of the driver cannot be ensured while the normal activity of the driver is not influenced.

An effective solution to the problems in the related art has not been proposed yet.

Disclosure of Invention

Aiming at the problems in the related art, the invention provides a train cab active noise control system based on virtual sensing, so as to overcome the technical problems in the prior related art.

The technical scheme of the invention is realized as follows:

a train cab active noise control system based on virtual sensing comprises a noise acquisition module, a control module and a noise reduction module, wherein the noise acquisition module is used for acquiring noise;

the noise acquisition module is used for acquiring a real-time primary noise signal in a cab and transmitting the real-time primary noise signal to the control module;

the control module is used for receiving the acquired real-time primary noise signal and carrying out processing calculation to obtain a secondary sound source real-time output signal;

and the noise reduction module is connected with the control module and is used for sending out a secondary sound signal which is counteracted with the primary noise signal in real time.

The system further comprises a modeling debugging module and a noise estimation module, wherein the modeling debugging module and the noise estimation module are respectively and electrically connected with the control module;

the modeling debugging module is used for realizing a physical secondary path H_pVirtual secondary path H_vAnd physical virtual path H_pvThe modeling is carried out, and the noise reduction performance of the ear position of the driver is monitored in the debugging stage;

and the noise estimation module is used for acquiring real-time noise signals through the physical error points to estimate the noise signals of the ear positions of the driver.

Furthermore, the noise reduction module is electrically connected with the sound module and the alarm module.

Furthermore, the noise collection module is assembled on the operation table top of the driver or the seat backrest and the like at a position which does not influence the normal movement of the driver.

Furthermore, the noise reduction module is assembled at the positions where the normal activities of a driver are not influenced, such as the headrest of the backrest of the driver seat.

The invention has the beneficial effects that:

the active noise control system of the train cab based on the virtual sensing can acquire real-time primary sound signals by acquiring real-time noise in the cab and send out secondary sound signals counteracted with the primary sound signals in real time to realize active noise control of the train cab, so that the control effect of the head area of a driver is ensured to be optimal while normal activities of the driver are not influenced, and the control system can still keep good stability and noise elimination performance under the condition of human head activity or noise environment change, and has wide application range and strong adaptability.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a functional block diagram of a train cab active noise control system based on virtual sensing according to an embodiment of the present invention;

fig. 2 is a schematic system structure diagram of an active noise control system of a train cab based on virtual sensing according to an embodiment of the invention;

fig. 3 is a schematic overall flow chart of a system of an active noise control system of a train cab based on virtual sensing according to an embodiment of the invention;

fig. 4 is a schematic diagram of a post-modeling debugging control flow of a train cab active noise control system based on virtual sensing according to an embodiment of the present invention.

In the figure:

1. a noise acquisition module; 2. a control module; 3. a noise reduction module; 4. a modeling debugging module; 5. and a noise estimation module.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments that can be derived by one of ordinary skill in the art from the embodiments given herein are intended to be within the scope of the present invention.

According to an embodiment of the invention, a train cab active noise control system based on virtual sensing is provided.

As shown in fig. 1, the train cab active noise control system based on virtual sensing according to the embodiment of the present invention includes a noise collection module 1, a control module 2, and a noise reduction module 3, wherein;

the noise acquisition module 1 is used for acquiring a real-time primary noise signal in a cab and transmitting the signal to the control module 2;

the control module 2 is used for receiving the acquired real-time primary noise signal and carrying out processing calculation to obtain a secondary sound source real-time output signal;

and the noise reduction module 3 is used for being connected with the control module 2 and sending out a secondary sound signal which is counteracted with the primary noise signal in real time.

The device also comprises a modeling debugging module 4 and a noise estimation module 5, wherein the modeling debugging module 4 and the noise estimation module 5 are respectively and electrically connected with the control module 2;

the modeling debugging module 4 is used for realizing a physical secondary path H_pVirtual secondary path H_vAnd physical virtual path H_pvThe modeling is carried out, and the noise reduction performance of the ear position of the driver is monitored in the debugging stage;

and the noise estimation module 5 is used for acquiring real-time noise signals through the physical error points to estimate the noise signals of the ear positions of the driver.

The noise reduction module 3 is electrically connected with the sound module and the alarm module.

The noise acquisition module 1 is arranged at a position where the normal movement of a driver is not influenced, such as a driver operation table top or a seat backrest.

The noise reduction module 3 is arranged at a position where the normal activity of a driver is not influenced, such as the headrest of the backrest of a driver seat.

By means of the technical scheme, the real-time primary sound signal is acquired by collecting the real-time noise in the cab, and the secondary sound signal which is offset with the primary sound signal is sent in real time, so that the active noise control of the train cab is realized, the optimal control effect of the head area of a driver is guaranteed while the normal activity of the driver is not influenced, and the control system can still keep good stability and noise elimination performance under the condition of human head activity or noise environment change, and the control system has wide application range and strong adaptability.

In addition, as shown in FIG. 2Specifically, the main structural components comprise a secondary sound source, an error microphone and an active noise controller, wherein the secondary sound source S is used for generating a secondary sound field which is superposed with a primary sound field to achieve the purpose of reducing noise; the error microphones comprise a physical error microphone E and a virtual error microphone Ev (the virtual error microphone Ev is only laid out at the position of the ear of the driver during the modeling debugging phase, and the physical error microphone is laid out at a position far away from the ear of the driver during both the modeling phase and the control phase). H_p、H_vAnd H_pvRepresenting the physical secondary path, the virtual secondary path and the physical virtual path (i.e. the transfer functions of the secondary sound source to the physical error point, the secondary sound source to the virtual error point and the physical error point to the virtual error point), respectively.

In order to ensure that the noise at the ear of the driver is effectively attenuated, i.e. the quiet zone is shifted to the head region of the driver, the noise signal at the virtual error point (i.e. the position of the ear of the driver) has to be estimated from the noise signal at the physical error point. Therefore, in the modeling and debugging stage, a real error microphone is required to be arranged at the ear position of the driver, and the physical error microphones E are respectively arranged at positions far away from the ear position of the driver so as to obtain the transfer function from the physical error microphones to the virtual error microphones and monitor the noise reduction performance of the control system at the ear position of the driver in the debugging stage. The working principle of the system is that the primary noise is assumed to be x (n), a signal at a physical error microphone E estimates a noise signal ev at a virtual error microphone (the ear of a driver) through a transfer function, the noise signal ev is sent to an active noise controller for processing, a control signal y is sent out to drive secondary sound sources at the left side and the right side respectively, and a mute area in a certain area is formed at the ear position of the driver by utilizing a sound wave cancellation principle.

In addition, specifically, as shown in fig. 3 to 4, the modeling and debugging stages are expressed as:

in the system modeling and debugging stage, a physical error microphone and a secondary sound source are arranged at positions which do not influence the normal activities of a driver, a head and shoulder simulator is arranged at the driver seat, a real microphone is arranged at the ear position (namely a virtual error point), and the electroacoustic devices are connected with an active noise controller.

After the system is normally connected, the modeling of the secondary path is firstly carried out, and the secondary path comprises a physical secondary path and a virtual secondary path. The modeling method comprises the steps that a secondary sound source plays 'preset sound sources' in sequence, microphones at the positions of a physical error point and a virtual error point receive signals simultaneously, and the transfer function calculation from the secondary sound source to the physical error point and the virtual error point is completed through the data, namely, the modeling of a secondary path is completed.

And after the secondary path modeling is finished, the physical virtual path modeling is carried out. Under the condition that the train normally runs, real-time noise signals are collected through microphones at the positions of the physical error point and the virtual error point, and transfer function calculation from the physical error point to the virtual error point is completed through the data, namely, physical virtual channel modeling is completed.

And after the system modeling is finished, debugging the system effect. Under the condition that a train normally runs, a physical error point microphone acquires a primary sound field noise signal, virtual error point noise signal estimation is completed by combining a physical virtual path, a virtual error point is used as a control target, a controller identifies information such as frequency and amplitude of noise, a control algorithm is used for calculating to obtain equal-amplitude and opposite-phase 'anti-noise', a secondary sound source is controlled to output the 'anti-noise', a secondary sound field is generated and is mutually offset with the primary sound field, and therefore attenuation control is conducted on the noise of a target point. At the moment, noise signals measured by the ear position microphone do not enter the control system, only the noise reduction effect of the virtual error point is monitored, and when the noise reduction amount of the virtual error point is optimal, system debugging is completed.

In addition, the noise control stage is expressed as:

and after the system is debugged, removing the real microphone of the virtual error point, and entering a noise control stage of the system, wherein a control algorithm of the stage is the same as that of the debugging stage. Under the condition that a train normally runs, a physical error point microphone collects and acquires a primary sound field noise signal, virtual error point noise signal estimation is completed by combining a physical virtual path, a virtual error point is used as a control target, a controller identifies information such as frequency and amplitude of noise, a control algorithm is used for calculating to obtain equal-amplitude and opposite-phase 'anti-noise', a secondary sound source is controlled to output the 'anti-noise', a secondary sound field is generated and is mutually offset with the primary sound field, and therefore attenuation control is conducted on the noise of a target point. At this time, the ear position is not provided with a microphone, and the noise reduction amount is not actually measured, but actually felt by the driver.

In summary, according to the technical scheme of the invention, the active noise control of the train cab is realized by acquiring the real-time noise in the cab to obtain the real-time primary acoustic signal and sending the secondary acoustic signal which is offset with the primary acoustic signal in real time, so that the control effect of the head area of the driver is ensured to be optimal while the normal activity of the driver is not influenced, and the control system can still keep good stability and noise elimination performance under the condition of human head activity or noise environment change, and the control system has wide application range and strong adaptability.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.