ACTIVE NOISE CONTROL: Algorithm Development in LabVIEW by Ozan Bykahraz Submitted to: Prof.

Emin Anarm

EE 492 Senior Design Project Final Report by Ozan Bykahraz

A report submitted for EE492 senior design project class in partial fulfillment of the requirements for the degree of Bachelor of Science (Department of Electrical and Electronics Engineering) in Boazii University June 3rd, 2009 Principal Investigator: Prof. Emin Anarm Evaluation Committee Members: Assoc. Prof. Burak Acar Assoc. Prof. Mehmet Akar

ACKNOWLEDGMENTS I would like to thank to my principal investigator Prof. Emin Anarm for his giving me the opportunity to work on this subject. I would also like to express my sincere gratitude to my evaluation committee members, Assoc. Prof. Burak Acar and Assoc. Prof. Mehmet Akar. Special thanks to Arslan Kele for his contributions to the project. And I am thankful to Erdem Ayta for his unconditional support and precious suggestions.

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ABSTRACT

Sound waves consist of a compression phase and a rarefaction phase. It is possible to design a system in order to cancel out unwanted noise signals. Hence in a noise-cancellation process, a specifically located speaker emits sound wave with the same amplitude and the opposite polarity (in antiphase) to the original sound. The waves combine to form a new wave, in a process called interference, and effectively cancel each other out - an effect which is called phase cancellation. Depending on the circumstances and the method used, the resulting sound wave may be so faint that human ears can not hear. This paper is about Active Noise Control, including algorithms on such a noise-cancellation process and presents simulation examples on LabVIEW and MATLAB.

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TABLE OF CONTENTS ACKNOWLEDGMENTS ................................................................................................ ii ABSTRACT...................................................................................................................... iii LIST OF FIGURES ......................................................................................................... vi LIST OF APPENDICES ................................................................................................ vii CHAPTER 1. OVERVIEW OF ACTIVE NOISE CONTROL (ANC)....................................8 1.1 General Concept of Active Noise Control .............................................8 1.2 Noise Types ...........................................................................................8 2. ACTIVE NOISE CONTROL ALGORITHMS .................................................9 2.1 FEEDFORWARD ACTIVE NOISE CONTROL .................................9 2.1.1 Broadband Feedforward Active Noise Control ............................9 2.1.2 Secondary Path Effects ...............................................................10 2.1.3 Filtered-X Least Mean Squares (FXLMS) .................................10 2.1.4 Leaky FXLMS ............................................................................12 2.1.5 Acoustic Feedback Effects and Solutions...................................12 2.1.5.1 Feedback Neutralization (FBFXLMS) ...............................13 2.1.5.2 Filtered-U recursive LMS ...................................................14 2.2 FEEDBACK ACTIVE NOISE CONTROL ........................................17 3. ACTIVE NOISE CONTROL CATEGORIES ................................................17 3.1 Four ANC categories ...........................................................................19 3.2 Noise Sources In A Car Environment..................................................20 3.2.1 Engine related narrow-band noise ..............................................20 3.1.2 Low frequency road noise (Road Booming Noise) ....................21 4. CURRENT APPLICATIONS ...........................................................................21 4.1 FIRST LOTUS ACTIVE NOISE CONTROL SYSTEM....................21 4.2 HONDA ACCORD .............................................................................22 4.3 LOTUS ANC SYSTEMS ....................................................................24 4.3.1 Adaptive Road Noise Cancellation (ARNC) ..............................24 4.3.2 Engine Order Cancellation (EOC) ..............................................25 4.4 Toyota Crown Hybrid ..........................................................................26 5. ACTIVE NOISE CONTROL CHALLENGES ...............................................28 5.1 Paths Timing ........................................................................................28 5.2 Acoustic Feedback (Echo) ...................................................................29 5.3 Acoustic Field Overlap ........................................................................30

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6. CONCLUSIONS ON LITERATURE REVIEW .............................................30 7. PROJECT STEPS...............................................................................................31 7.1 SIMULATIONS TO DETERMINE PRIMARY NOISE ....................32 7.2 Comments on Power Spectrum of Measurements ...............................36 8. FXLMS ALGORITHM IMPLEMENTATION ..............................................37 8.1 In MATLAB v7.0(R14) .......................................................................37 8.2 In LabVIEW v8.6.................................................................................38 APPENDICES ..................................................................................................................39 BIBLIOGRAPHY............................................................................................................42

LIST OF FIGURES Figure 1. Physical concept of Active Noise Control............................................................8 Figure 2. a)Feedforward ANC, b)Feedback ANC ..............................................................9 Figure 3. Broadband ANC system .......................................................................................9 Figure 4. Secondary path effect .........................................................................................10 Figure 5. FXLMS Algorithm .............................................................................................10 Figure 6. FBFXLMS Algorithm ........................................................................................13 Figure 7. Filtered-U recursive LMS...................................................................................14 Figure 8. Number of sensor to control sound field ............................................................18 Figure 9. ANC Categories..................................................................................................19 Figure 10. System configuration in the car........................................................................21 Figure 11. Control strategy, both feedback and feedforward controller are used..............22 Figure 12. System configuration in the car........................................................................23 Figure 13. System configuration in the car........................................................................24 Figure 14. System configuration in the car........................................................................25 Figure 15. System configuration in the car........................................................................27 Figure 16. Paths timing issue .............................................................................................28 Figure 17. Group delay of a speaker..................................................................................28 Figure 18. Acoustic Feedback Issue ..................................................................................29 Figure 19. Power Spectrum of Signal, 50 KPH, Channel: 1..............................................32 Figure 20. Power Spectrum of Signal, 50 KPH, Channel: 2..............................................33 Figure 21. Power Spectrum of Signal, 60 KPH, Channel: 1..............................................33 Figure 22. Power Spectrum of Signal, 60 KPH, Channel: 2..............................................34 Figure 23. Power Spectrum of Signal, 80 KPH, Channel: 1..............................................34 Figure 24. Power Spectrum of Signal, 80 KPH, Channel: 2..............................................35 Figure 25. Power Spectrum of Signal, 110 KPH, Channel: 1............................................35 Figure 26. Power Spectrum of Signal, 110 KPH, Channel: 2............................................36 Figure 27. Active Noise Control of a Random Noise Signal.............................................37 Figure 28. ANC with secondary path (FXLMS) ...............................................................37 Figure 29. Background of Active Noise Control ...............................................................38 Figure 30. LabVIEW ANC Simulation Graphic................................................................38 Figure 31. Block Diagram of Active Noise Control System in LabVIEW .......................41

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LIST OF APPENDICES Appendix A. B. MATLAB v7.0 (R14) Code of Active Noise Control of a Random Noise Signal .........................................40 Block Diagram of Active Noise Control System in LabVIEW....................41

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CHAPTER 1 OVERVIEW OF ACTIVE NOISE CONTROL(ANC) 1.1 General Concept of Active Noise Control Active noise control is done by producing a cancelling anti noise signal which has the same amplitude and opposite phase with the undesired signal (noise). Cancelling signal is acoustically combined with the undesired signal, resulting cancellation of noise signal.[1]

Figure 1. Physical concept of Active Noise Control

1.2 Noise Types Any kind of undesired disturbance whether it is borne by electrical, acoustic, vibration or any other kind of media. Noise can be; Periodic/non-periodic Stationary/non-stationary Stochastic/deterministic Narrow Band/Broad Band Broadband noise is totaly random and distrubuited to wide frequency spectrum. On the other hand narrowband noise has most of the energy at speficic frequencies. Narrowband noise is periodic and is generated by engines, compressors, motors, fans and propellers.

CHAPTER 2 ACTIVE NOISE CONTROL ALGORITHMS Active Noise Control can be based on feedforward control or feedback control. At feedforward control, reference noise input is sensed before it propagates past the secondary source. At feedback control, control system tries to cancel the noise without the benefit of a reference input. [2]

Figure 2. a)Feedforward ANC, b)Feedback ANC

2.1 FEEDFORWARD ACTIVE NOISE CONTROL 2.1.1 Broadband Feedforward Active Noise Control

Figure 3. Broadband ANC system [1]

The basic principle of broadband Active Noise Control system is to estimate the primary path by digital filter. Reference signal follows two paths to reach acoustic duct, first path is from reference sensor to error microphone and the second path is from reference sensor to digital filter and from filter to error microphone(via cancelling speaker).

2.1.2 Secondary Path Effects

Figure 4. Secondary path effect [1]

In the quite area, primary noise d(n) is combined with antinoise y(n) output from the adaptive filter. From the cancelling speaker to the error microphone, antinoise signal can be modified by the secondary-path transfer function, H(z). Adaptive filter should simultaneously model P(z) and inversely model H(z).

2.1.3 Filtered-X Least Mean Squares (FXLMS)

Figure 5. FXLMS Algorithm [1]

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Because of the secondary path, H(z), the error signal e(n) is not correctly aligned in the with the reference signal. So we need to modify LMS algorithm to compensate the effects of secondary path. To modify LMS algorithm, reference signal is filtered by a secondary path estimate filter C(z). The output y(n) is computed as:
N 1

y (n) = w T (n) x(n) = wi (n) x(n i )

i =0

where wT(n)=[w0(n) w1(n) wN(n)]T is the coefficient of W(z) at time n and x(n)=[ x(n) x(n-1) x(n-N+1)]T is the reference signalvector at time n. For DSP implemantation:
N 1

y (n) = wi (n) x(n i)

i =0

The FXLMS algorithm is expressed as:

w(n + 1) = w(n) e(n) x(n)h(n)

is the step size of the algorithm that determines the stability and convergence of the algorithm and h(n) is the impulse response of H(z).
Hence the input vector x(n) is filtered by H(z) before updating the weight

vector. However, in practical applications H(z) is unknown and is estimated by the filter C(z). Therefore: wi(n+1)=wi(n)-e(n)x(n-i) and
w(n + 1) = w(n) e(n) x' (n)

where x ' ( n) = c x ( n ) =

M 1

c x(n i )
i i=0

is the vector for the filtered version of the reference input x(n) that is computed as:

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x' (n) = [x(n) x(n-1) x(n-N+1)]T

and
c(n) = [c 0 c1 cM-1]T

(12) is the coefficient vector of the secondary-path estimate, C(z). [1]

2.1.4 Leaky FXLMS

When an adaptive filter is implemented on a signal processor with fixed word lengths, round off noise is fed back to the filter weights and accumulates continuously. This can cause the coefficients to grow larger than the dynamic range of the processor (overflow), which results in inaccurate filter performance. One solution to the problem is based on adding a small forcing function, which tends to bias each filter weight toward zero. Leaky FXLMS algorithm can be expressed as:
w(n + 1) = w(n) e(n) x' (n)

is the leakage factor and is slightly less than 1 and x' (n) is defined in previous

equations. The leaky FXLMS algorithm can not only reduce numerical error in the finite precision implementation but also limit the output power of the loudspeaker to avoid nonlinear distortion, which is caused by overdriving the canceling speaker. [1]

2.1.5 Acoustic Feedback Effects and Solutions

The antinoise output to the loudspeaker not only cancels acoustic noise downstream, but unfortunately, it also radiates upstream to the input microphone, resulting in a contaminated reference input x(n). This acoustic feedback introduces a feedback loop or poles in the response of the model and results in potential instability in the control system. This problem has been intensively studied in active noise and vibration control literature. Solutions such as the following have been proposed: 1. Using directional microphones and speakers. (This has a limitation in that directional arrays are usually highly dependent on the spacing of the array elements and are directional over only a relatively narrow frequency range.)

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2. Using fixed compensating signals (generated from the compensating filter whose coefficients are determined off-line by using a training signal) to cancel the effects of the acoustic feedback 3. Using a second off-line adaptive filter in parallel with the feedback path 4. Using an adaptive IIR filter

2.1.5.1 Feedback Neutralization (FBFXLMS)

Figure 6. FBFXLMS Algorithm

The filter D(z) is an estimate of the feedback path F(z) from the adaptive filter output y(n) to the output of the reference input microphone u(n). Filter D(z) removes the acoustic feedback from the reference sensor input; the filter C(z) compensates the secondary-path transfer function H(z) in the FXLMS algorithm. Removal of the acoustic feedback from the reference input adds a considerable margin of stability to the system if the model D(z) is accurate. The models C(z) and D(z) can be estimated simultaneously by an off-line modeling technique using an internally generated white noise. The expressions for the antinoise y(n), filtered-X signal x(n), and the adaptation equation for the FBFXLMS algorithm are the same as that for the FXLMS ANC system, except that x(n) in FBFXLMS algorithm is a feedback-free signal that can be expressed as:

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x ( n ) = u ( n) d i y ( n i )
i =1

where u(n) is the signal from input microphone, di is the ith coefficient of D(z), and L is the order of D(z). In the case of a perfect model of the feedback path (that is, D(z) _ F(z)), the acoustic feedback is completely canceled by D(z).

2.1.5.2 Filtered-U recursive LMS

The RLMS algorithm must also be modified to compensate for the transfer function of the secondary and feedback paths. A block diagram of an ANC system using an adaptive IIR filter is shown below

Figure 7. Filtered-U recursive LMS

y(n) is the output of the IIR filter computed by :

y (n) = a (n) x (n) + b (n) y (n 1) = ai (n) x(n i ) + bi (n) y (n j )

i =0 j =1

N 1

where:

a (n) = [a0(n) a1(n) .aN-1(n)]T

is the weight vector of A(z) at time n

b (n) =[b0(n) b1(n) . bN-1(n)]T is the weight vector of B(z) y(n 1) = [y (n 1) y (n 2) y (n M)]

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T is the signal vector containing output feedback with one delay N = order of A(z) M = order of B(z)

The filtered-U RLMS algorithm can be expressed by two vector equations for adaptive filters A(z) and B(z) as follows:
a (n + 1) = a (n) e(n) x' (n)

and

b(n + 1) = b(n) e(n) y ' (n 1)

where
y ' (n 1) =[ y ' (n 1)

y ' (n 1) . y ' (n 1) ]T

and
M

y ' ( n) = c j y ( n j )
j =1

is the filtered y(n) from C(z), and x(n) is defined in previous equations. After both A(z) and B(z) converge, the measured residual error signal e(n) is equal to zero. Now:

W ( z) =

A( z ) P( z ) = 1 B ( z ) H ( z ) P( z ) F ( z )

Given the complexities and pole-zero structure of P(z), H(z), and F(z), the convergence of A(z) and B(z) cannot be generalized. The optimum solutions A*(z) and B*(z) are not unique; however, the algorithm will converge to a solution that minimizes the residual error signal e(n). One possible set of solutions is:

A * ( z) =

P( z ) H ( z) P( z ) F ( z ) H ( z)

and

B * ( z) =

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Therefore, it is reasonable to use a higher order for B(z) than A(z). The system performs the off-line modeling to estimate the secondary-path transfer function using the algorithm summarized in the section on the FXLMS algorithm. After the off-line modeling, the ANC system is operated in noise cancellation mode. The detailed algorithm, shown in Figure 2.5, is summarized as follows: 1. Input the reference signal x(n) and the error signal e(n) from the input ports. 2. Compute the antinoise y(n):
N 1 i =0 J j =1

y (n) = ai (n) x(n i) + bi (n) y (n j )

where N is the order of the filter A(z) and J is the order of the filter B(z). 3. Output the antinoise y(n) to the output port to drive cancelling speaker. 4. Perform the filtered-U operation :
M 1

x' ( n) = and

c x(n i )
i i =0

M 1

x' ( n) =

c y(n i 1)
i i=0

where M is the order of the filter of the filter C(z). 5. Update the coefficients of the adaptive filters A(z) and B(z) using the filteredU RLMS algorithm.

ai (n + 1) = ai (n) + a e(n) x' (n i),

and
b j (n + 1) = b j (n) b e(n) y ' (n j ), 6. Repeat the algorithm for the next iteration.

i=0, 1, , N-1

j=0, 1, ,J

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2.2 FEEDBACK ACTIVE NOISE CONTROL

If the environment which is subject to ANC application is a one dimensional, a single channel system is sufficient. But noise field in an enclosure is more complicated and multi-dimensional therefore a multichannel ANC system is generally necessary. As an example, for aircraft cabin and car interiors, a multichannel ANC system is required. [3]

CHAPTER 3 ACTIVE NOISE CONTROL CATEGORIES

Active Noise Control is classified as local or global. Global Active Noise Control aims to reduce to noise in a large area where people inside the enclosure can change their positions when Active Noise Control is in operation. On the other hand, local Active Noise Control aims to cancel the noise at specific locations so it restricts the movements of the listener. [4] At local Active Noise Control, secondary loudspeaker can easily cancel the noise because it is well coupled to the error microphone (cancellation location) so it doesnt use much energy to achieve control compared to global Active Noise Control. Therefore totally energy in the enclosure is not highly affected. Moreover, for local Active Noise Control, cancelling speakers and error sensors are located closely, so the delay between each other is small compared to global scheme, which improves the performance of the control system.

What should be the maximum distance between cancelling speakers and error microphone for effective cancellation?

If we consider primary and secondary sources as point sources, we can say that the maximum distance between two sources is dependent on the maximum frequency fmax of the noise that must be reduced. As a rule-of-thumb, if one wants to achieve more than 10 dB noise reduction, the distance between cancelling speaker and noise source should not be more than one-tenth of the wavelength of the maximum frequency fmax . [2]

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For example, to achieve 10 dB noise reduction for a maximum frequency of 1000 Hz; c=340 m/sn(speed of sound) dmax dmax 3.4 cm

and for 300 Hz maximum frequency; dmax 11.3 cm

However, in real ANC applications, sources are not point sources like mentioned above. In closed environments, there is a significant reverberation, so, unwanted noise source is closer. Therefore, limitation of one-tenth wavelength distance can be avoidable.[4]

How many transducers (error microphone) are needed to control a sound source?

Figure 8. Number of sensor to control sound field [11]

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As already mentioned above, maximum spacing distance between the microphones are dependent on the maximum noise frequency. Maximum spacing distance should not be more than half of the wavelength of the corresponding acoustic wave;

and l

For c = 340 m/sn, fmax = 1000 Hz

l = 17 cm

If the area of the plane is one square-meter (approximately car interior area), one should place 35 error microphones to have a global ANC scheme. (to have the proper error measurements of the sound field) [5]

3.1 Four ANC categories

Figure 9. ANC Categories [4]

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Point to point ANC: This is the situation which noise source is in a small
limited area and the target location is also local. This system is relatively easy to install.

Zone to point ANC: If the noise source is distributed and target area is local,
system can be considered as a zone to point ANC. Most common examples are active headphones and active passenger seats for an airplane.

Point to zone ANC: As the name implies, noise source is local and target
region is global.

Zone to zone ANC: This type of ANC is the most challenging one, since
noise source is not local and its distribution on the global environment is not easily identifiable, so in order to achieve a robust zone to zone ANC system, several speakers and error microphones should be used. [4]

3.2 NOISE SOURCES IN A CAR ENVIRONMENT 3.2.1 Engine related narrow-band noise
Most of the four cylinder vehicles have the problem of engine noise which is generated at the engine firing frequency. This noise is also known as boom noise and it is the dominant source of internal noise at high speeds. ANC can be applied to reduce the engine related noise because of these three reasons; Engine noise is periodic. Car interior is a small volume that leads to a small overlap of the resonant modes in the low frequency range. ANC needs to reduce the noise level only around the heads of the driver and passenger. Since engine noise is a narrowband noise, it can be reduced by using waveform synthesis method or adaptive notch filter technique. At these systems, engine speed is taken by an electrical sensor, not microphone. By using this signal, a reference signal is synthesized and this reference signal is turned to a cancelling signal by adaptive filter. This system will work even the doors or windows are open which means it will be possible to hear external sound when system is in operation. [1]

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3.2.2 Low frequency road noise (Road Booming Noise)

Nonuniform road surface and change of the car speed generate nonstationary vibrations at the front and rear wheel. These vibrations conducted through the tyre and suspension system and finally generate structure-borne noise, impulsive noise, and other low-frequency noise in the interior of the car. This acoustical resonance inside the car is called road booming noise. Since road noise is generated by independent vibrations of four wheels, it cannot be easily reduced by ANC with one or two reference sensors. Another difficulty is, road booming noise changes with the vehicle speed and road profile. And the system between wheel vibration and road booming noise is not linear. However, there is a strong correlation between vibration signals measured at the suspension system and road booming noise. Multi input multi-output constraint filtered x algorithm (CFXLMS) is proposed by some authors. [6]

CHAPTER 4 CURRENT APPLICATIONS

4. 1 FIRST LOTUS ACTIVE NOISE CONTROL SYSTEM

Figure 10. System configuration in the car

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First commercial ANC system was introduced by Lotus Engineering. Lotus ANC system was a feedforward control system for engine noise control. At the system, a reference signal from the engine is used to drive four cancelling speakers at a number of engine orders, and cancelling signal are adjusted in phase and amplitude to minimize the sum of mean squares at the eight error microphones. This system was able to reduce the noise by 10-15 dB at the engine firing frequency. By looking to the system, we can conclude that this a narrowband feedforward control. They might have used the waveform synthesis method or the adaptive notch filter technique. [7]

4.2 HONDA ACCORD

At 2000, Honda Company introduced a system to reduce the low-frequency component of road noise, especially at 40 Hz. At this system, a feedback system is used to control the 40 Hz boom at the front seat and to reduce the noise amplified at the back side, at fixed feedforward system is used.

Figure 11. Control strategy, both feedback and feedforward controller are used

The microphone for the fixed feedback controller is placed under the front seat, on the electronic control unit. The fixed feedback controller and the two speakers at the front doors are used to reduce road noise in the front seats. To reduce the amplified noise at the back side of the car, fixed feedback control and rear door speakers are used. It can be concluded that microphone at the front seat is served as an

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error microphone for the feedback controller and for the feedforward controller; it is served as a reference signal.

Figure 12. System configuration in the car

By using this system, Honda was able to suppress the narrowband boom at 40 Hz by about 10 dB. Honda also combined this system with the already installed speakers on the car. In other words, this technology was affordable on many vehicles because company integrated ANC system with the audio system on the car.

Comments on the Honda Accord ANC system: At most of the ANC applications, adaptive feedforward control is used. Feedback control is used only at headphones (speakers and microphones are placed close) and at the ducts (tight coupled monopole method). Feedback ANC is not very common for ANC applications because feedback ANC is not frequency selective; in other words, it attenuates any signal, not only the ones correlated with reference signal. Secondly, it introduces a waterbed effect which means; it increases the sound above the noise reduction range. Moreover, for enclosures like car interior, the environment has significant reverberation and the plant is complicated.

Despite all of these drawbacks, feedback ANC is used at this project. One of the reasons for this approach is; feedback ANC doesnt require reference signal, it only uses error sensors. Microphones are less expensive than accelerometers, so, it is a cheap solution. Other approaches for cost reduction are; Using analogue circuits instead of DSP A fixed control scheme Placing the error sensor on the electronic control board. 23

Using car audio speakers as cancelling speakers Placing a limiter circuit to limit the output of speakers when the sound level is high. In conclusion, the system is realized to reduce to 40 Hz drumming noise so in

general, it is a narrowband noise reduction system. The system uses fixed feedback and feedforward system, so it can adapt to the changes on the road profile or car interior (opening window or the doors). Therefore it is limited to cancel only the 40 Hz booming noise, it is not a general solution for reducing road noise or engine related noise. [8]

4.3 LOTUS ANC SYSTEMS 4.3.1 Adaptive Road Noise Cancellation (ARNC)

Figure 13. System configuration in the car

Lotus ARNC targets the low frequency, broadband rumble associated with road noise. The system uses accelerometers on the vehicle to provide a reference for an adaptive controller, which cancels the structure-borne component of the road noise using the standard in-car entertainment loudspeakers. Error microphones are used to continually adapt the cancellation.

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Key Benefits of ANRC

- Typical reductions of 8 -12 dB in low frequency road noise at all seats - The system can also cancel the effects of structure-borne powertrain noise (for example idle booms) - The system is fully adaptive and the cancellation is continuously optimized - The system can respond to a change in road surface in less than 0.25s - The system can be integrated with the existing vehicle audio system and Lotus EOC / Sound Synthesis - Reductions in driver fatigue associated with exposure to low frequency noise - Improved fuel consumption due to lower vehicle weight

4.3.2 Engine Order Cancellation (EOC)

Figure 14. System configuration in the car

The Lotus EOC system targets the low frequency tonal (booming) noise associated with harmonics of engine rotation. The system employs an adaptive controller to cancel engine order related noise using the standard in-car entertainment loudspeakers in the vehicle. An engine speed signal is used to provide the controller with a frequency reference, whilst error microphones are used to continually optimize the cancellation.

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Key benefits of EOC

- Typical reductions of 10dB or more in 2nd order noise at all seats (global cancellation) - Simultaneous cancellation of multiple engine orders within frequency limits - Cancellation of intake and exhaust noise is also possible - No restrictions on engine type (petrol / diesel) or configuration - The system can be used to control active engine mounts or active seismic absorbers - The system can be integrated with the existing vehicle audio system and with Lotus Adaptive Road Noise Cancellation / Sound Synthesis - Cost & weight savings through deletion of passive NVH materials - Reductions in engine weight, cost and power consumption through the deletion of balancer shafts.

Comments on the Lotus ANC System: Lotus Company developed two solutions for reducing engine related noise and road noise. This discrimination shows that for a proper ANC solution, first it has to be determined which type of noise is desired to be reduced; engine related or road noise.

4.4 Toyota Crown Hybrid

Toyota Company released a car named Crown Hybrid which is able to attenuate muffled engine noise. The car released at May 2008. When the vehicle is running at 20 to 40 km/h, the rotational frequency of engine is about 1,000 to 3,000 rpm and this causes a muffled noise at the 50-150 Hz frequency range. The company claimed that thanks to active noise control system, they are able to decrease the noise by about 5 to 8 dB.

The car has three noise cancelling speakers, two on the right and left front doors and one at the rear woofer. Signals from three error microphones and the rotational frequency of the engine are used by the controller to generate an antiphase signal to cancel the muffled noise of the engine. Toyota states that We collected the data such as the distance between the microphone and the head of a passenger, the distance between each speaker and the head of a passenger, and the shape of a car interior. We designed the vehicle so that the wavelengths of the system's sound and 26

the muffled noise cancel each other out over the heads of passengers and that the car interior becomes as quiet as possible.[9]

Figure 15. System configuration in the car

Comments on the Toyota Crown ANC system: It is stated at [12] that Toyota Hybrid cancels out the noise coming from engine, road and other cars. By looking at the concept of ANC system used in Toyota, we can say that a reference signal is sampled from engine, which gives information about rotation frequency. We can see that they used a narrowband feedforward ANC to reduce the noise coming from the engine. However, in the same article, it is mentioned that they are also able to reduce noise coming from road. Since road noise has a broadband characteristic, they might have a broadband feedforward ANC as well, so it can be concluded that a hybrid approach, both narrowband and broadband ANC may be used for Toyota Crown.

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CHAPTER 5 ACTIVE NOISE CONTROL CHALLENGES 5.1 Paths Timing

Figure 16. Paths timing issue [4]

As it can be seen from the figure, reference noise follows two paths till the target quite zone, the path from the reference microphone to the error microphone and the other path is the controller and the speaker path till the error microphone. So we can mention the travelling time of the noise by tair and tsystem , time spend travelling through the air and system, respectively. In order to realize such a system tair tsystem ;

because we can introduce additional delay to the system path. However, tsystem is usually significant because of the dynamic speakers, digital signal processor and power amplifier used in the system.

Figure 17. Group delay of a speaker

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In total, system delay is around 0.35 msec, which means there should be at least 12 cm distance between the reference microphone (noise source) and the speaker. If speaker diameter, microphone housing and other limitations are considered, this distance may raise up to 25 cms. Solution: Installing the system in a duct (closed environment) or using a prediction filter.

If ANC system is implemented in a duct, there will be reverberations from the walls so the noise source will seem closer to the loudspeaker, which reduces the system delay and also decreases cancelling sound level, which means, the loudspeakers will not be saturated.

Prediction filter tries to reduce the system delay by exploiting mathematical algorithms. Filter gets the signal from reference microphone and predicts the signal at a later time, so, speaker is feed with the signal which is able to catch unwanted noise.

5.2 Acoustic Feedback (Echo)

Figure 18. Acoustic Feedback Issue

If the signal from the cancelling speaker is picked by the reference microphone, acoustic echo (feedback) occurs. This means reference signal is not pure anymore, or corrupted. To separate the echo from the reference signal, an echo canceller is used. [4]

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In some applications which reference signal is totally isolated from the feedback effects of cancelling speakers, acoustic feedback is not necessary, so, applying acoustic feedback canceller depends on the system and configuration.

5.3 Acoustic Field Overlap

Acoustic field is the sound pressure gradient radiating from a noise source. To have a significant noise reduction globally, the undesired noise and cancelling noise should have same amplitude and opposite phase and must meet at every point in the environment. In other words, the acoustic field of the undesired noise and acoustic field of the cancelling loudspeakers should perfectly match. So, one has to produce the same acoustic field by using several speakers. However, the acoustic field of the undesired noise is usually complicated so it is not possible to generate exactly the same acoustic field by using existing speakers. Solutions: -ANC can be applied for the applications at which only local noise reduction is needed. -By using multi-channel ANC, acoustic field can be generated with speaker arrays. -Another approach is to shape the undesired noise field as ducts. [4]

CHAPTER 6 CONCLUSIONS ON LITERATURE REVIEW

For a proper ANC solution, first it has to be determined which type of noise is desired to be reduced; engine related or road noise. The algorithms and implementation highly depend on the characteristics of the noise source

Cost of the system is very important for mass production, so, solutions should take into consideration the cost of the system. Cost reduction can be realized by combining existing speakers with the active noise control system. It is important to find ways to have the same reduction levels with lower cost ways.

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By modeling the acoustic field, it is possible to define an optimization strategy for the number of second sources and their positions to obtain the reduction of the acoustic energy desired.

For real time application, a digital signal processor or FPGA should be used, in order to increase processing time. With Labview software, several algorithms can be applied to a DSP or FPGA and also be tested in real time, since FPGA has the sampling rate of 40 MHz, which may be sufficient for a real time application.

At the first glance, ANC for a car interior seems as a zone to zone ANC, so global noise reduction is needed. However, it is not possible to get a high noise reduction at every location of the car, target quite zone should be limited around heads, so, loudspeakers should be installed considering this purpose. In other words, four local zones may be selected for ANC system, so, it can be considered as a 4 * local ANC system, which is almost global.

CHAPTER 7 PROJECT STEPS

Primary noise characterization: Firstly, the main noise source should be

determined in a car interior. This can be made by taking sample signals from different parts of the car in different conditions. Different conditions may be different driving speeds, different road surfaces, opening a door or window, different amount of passengers in a car, etc. Then these real-time measurements can be loaded to a computer by a data acquisition device (DAQ) and frequency spectrum or pressure of the noise source can be analyzed by Labview software.

Approach selection: Algorithm selection depends on the characteristic of the

noise source, noise can be broadband or narrowband. If primary noise is broadband, broadband feedforward algorithms such as FXLMS or filtered U recursive LMS can be applied. However, if the undesired noise is narrowband, narrowband feedforward algorithms should be selected.

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Microphone and cancelling speaker locations: To have the best

performance, error microphone and cancelling speaker locations are vitally important. Considering this importance, cancelling speakers should be located close to the noise sources to have the best destructive effect. Therefore, noise map of the car interior should be defined; where the noise is coming from and how loud it is. Moreover, error microphones should be placed to the locations at where the quite zone is needed, probably these locations will be around passenger heads.

7.1 SIMULATIONS TO DETERMINE PRIMARY NOISE

To determine the primary noise source and its frequency, several samples are recorded at different driving speeds, from 4 channels. The samples are taken from Ford Transit vehicle, from back ax. Three out of four channels are used to measure sound pressures and the other one is used for acceleration. 2 of 3 channels are analyzed using MATLAB and their frequency spectrum is observed.

x 10 16

-6

Power Spectrum of Signal, 50 KPH,Channel:1

X: 93.75 Y: 1.639e-005

14

12 A-weighted sound pressure level dB(A)

10

6
X: 187.5 Y: 4.153e-006

X: 281.3 Y: 2.959e-006 X: 656.3 Y: 2.007e-006

0 0 500 1000 1500 frequency [Hz] 2000 2500 3000

Figure 19. Power Spectrum of Signal, 50 KPH, Channel: 1

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x 10

-5

Power Spectrum of Signal, 50 KPH,Channel:2

4.5
X: 93.75 Y: 4.529e-005

3.5 A-weighted sound pressure level dB(A)

2.5

1.5

0.5
X: 187.5 Y: 9.261e-007

0 0 500 1000 frequency [Hz] 1500 2000

Figure 20. Power Spectrum of Signal, 50 KPH, Channel: 2

x 10

-6

Power Spectrum of Signal, 60 KPH,Channel:1

X: 281.3 Y: 5.16e-006

A-weighted sound pressure level dB(A)

X: 93.75 Y: 3.613e-006

X: 187.5 Y: 2.232e-006

X: 468.8 Y: 9.348e-007

0 0 500 1000 1500 frequency [Hz] 2000 2500 3000 3500

Figure 21. Power Spectrum of Signal, 60 KPH, Channel: 1

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x 10

-6

Power Spectrum of Signal, 60 KPH,Channel:2

10
X: 93.75 Y: 1.001e-005

8 A-weighted sound pressure level dB(A)

X: 281.3 Y: 1.693e-006

X: 375 Y: 2.165e-006

X: 187.5 Y: 6.329e-007

0 0 500 1000 1500 frequency [Hz] 2000 2500

Figure 22. Power Spectrum of Signal, 60 KPH, Channel: 2

x 10

-6

Power Spectrum of Signal, 80 KPH,Channel:1

X: 281.3 Y: 1.775e-005

16

14
X: 562.5 Y: 1.213e-005

A-weighted sound pressure level dB(A)

12

10

4
X: 375 Y: 2.594e-006

X: 468.8 Y: 2.955e-006

0 500 1000 1500 frequency [Hz] 2000 2500

Figure 23. Power Spectrum of Signal, 80 KPH, Channel: 1

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x 10

-6

Power Spectrum of Signal, 80 KPH,Channel:2

X: 750 Y: 2.12e-006

A-weighted sound pressure level dB(A)

1.5

X: 468.8 Y: 1.462e-006

X: 93.75 Y: 1.089e-006

X: 281.3 Y: 1.163e-006 X: 937.5 Y: 1.008e-006

0.5

X: 187.5 Y: 3.842e-007

0 0 500 1000 1500 frequency [Hz] 2000 2500 3000

Figure 24. Power Spectrum of Signal, 80 KPH, Channel: 2

-5

x 10

Power Spectrum of Signal, 110 KPH,Channel:1

X: 93.75 2 Y: 2.076e-005

X: 187.5 Y: 2.102e-005

A-weighted sound pressure level dB(A)

1.5

0.5

X: 750 Y: 4.441e-006

X: 562.5 Y: 2.061e-006 X: 375 Y: 7.858e-007

0 0 500 1000 1500 frequency [Hz] 2000 2500 3000 3500

Figure 25. Power Spectrum of Signal, 110 KPH, Channel: 1

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x 10

-5

Power Spectrum of Signal, 110 KPH,Channel:2

X: 93.75 Y: 3.819e-005

3.5

3 A-weighted sound pressure level dB(A)

2.5

1.5

X: 187.5 Y: 7.305e-006

0.5
X: 375 Y: 9.869e-007

X: 468.8 Y: 2.632e-006

0 0 500 1000 1500 frequency [Hz] 2000 2500

Figure 26. Power Spectrum of Signal, 110 KPH, Channel: 2

7.2 Comments on Power Spectrum of Measurements

By looking at the A-weighted power spectrum of the measurements, it can be observed that; at all measurements, the noise is not significant after 500 Hz, so, the noise in a car is a low-frequency noise.

Power spectrum also indicates that, at 93.75 Hz, 187.5 Hz, 281.3 Hz, 375 Hz and 468.8 Hz; noise level is significant. These frequencies are the multiples of 93.75 Hz and so it can be concluded that power spectrum of signal contains fundamental frequency and all the harmonics of the primary noise.

In conclusion, the power spectrum of the measurements indicates that noise is low-frequency narrowband noise which contains fundamental frequency and its harmonics. For such periodic noises, a narrowband feedforward ANC algorithm, such as waveform synthesis method or adaptive notch filters, can be used.

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CHAPTER 8 FXLMS ALGORITHM IMPLEMENTATION 8.1 In MATLAB v7.0(R14)

Figure 27. Active Noise Control of a Random Noise Signal

ANC - with secondary path (FXLMS) 1 Original Attenuated 0.8

0.6

0.4

0.2 Signal Value

-0.2

-0.4

-0.6

-0.8

-1

6 Time Index

10

12 x 10
5

Figure 28. ANC with secondary path (FXLMS) attenuation = 60.0983 dB Noise Source: Back Ax of the car(Ax_whine_froe)
The samples are taken from Ford Transit vehicle, from back ax.

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8.2 In LabVIEW v8.6

Figure 29. Background of Active Noise Control

Figure 30. LabVIEW ANC Simulation Graphic

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APPENDICES

39

APPENDIX A

MATLAB v7.0 (R14) Code of Active Noise Control of a Random Noise Signal
x = randn(1,1000); g = fir1(47,0.4); % Noise source % FIR primary path system model

n = 0.1*randn(1,1000); % Observation noise signal d = filter(g,1,x)+n; b = fir1(31,0.5); mu = 0.008; % Signal to be cancelled % FIR secondary path system model % Filtered-X LMS step size

ha = adaptfilt.filtxlms(32,mu,1,b); [y,e] = filter(ha,x,d); plot(1:1000,d,'b',1:1000,e,'r'); title('Active Noise Control of a Random Noise Signal'); legend('Original','Attenuated'); xlabel('Time Index'); ylabel('Signal Value'); grid on;

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APPENDIX B Block Diagram of Active Noise Control System in LabVIEW

Figure 31. Block Diagram of Active Noise Control System in LabVIEW

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BIBLIOGRAPHY

42

BIBLIOGRAPHY
[1] Active Noise Control: A tutorial review. Kuo, S., Morgan, D. IEEE Proceedings, vol 87 no. 6, 1999. [2] A Review of Active Noise and Vibration Control in Road Vehicles. Elliot, S., J. ISVR Technical Memorandum, no. 981, 2008 [3] Open Issues of Active Noise Control Applications. Habib, T., Kepesi, M. 17th International Conference Radioelektronika, 2007 [4] ANC: Review. Alon Slapak, 2007. Available online at: www.silentium.com/UserFiles/File/PDF/WP%20-%20ANC%20200070816.pdf [5] A.Kuntz, R. Rabenstein, An Approach to Global Noise Control by Wave Field Synthesis, 12th European Signal Processing Conference (EUSIPCO), Vienna, Austria, Sep. 2004 [6] Active Sound and Vibration Control: Theory and Applications. M.O. Tokhi and S.M. Veres, 2002. [7] A. M. McDonald, S. J. Elliott, and M. A. Stokes, Active noise and vibration control within the automobile, in Proc. Int. Symp. Active Control of Sound Vibration, 1991, pp. 147156. [8] Active Control System for Low-Frequency Road Noise Combined With an Audio System. Hisashi Sano, Toshio Inoue, Akira Takahashi, Kenichi Terai, and Yoshio Nakamura. IEEE Transactions on Speech and Audio Processing, vol. 9 No. 7, pp 755763, 2001 [9] Avaliable online at: http://techon.nikkeibp.co.jp/english/NEWS_EN/20080619/153489 [10] Fahy, F. Advanced applications in acoustic noise and vibration. New York: Spon Press, 2004 [11] Noise Source Location Techniques Simple to Advanced Applications. Batel, M., Marroquin, M. [12] Avaliable online at: http://web.ebscohost.com/ehost/pdf?vid=1&hid=105&sid=9a4a0363-2431-46e98846-d141bf233f1f%40sessionmgr108

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