EP2163126A2 - Method for the sound processing of a stereophonic signal inside a motor vehicle and motor vehicle implementing said method - Google Patents
Method for the sound processing of a stereophonic signal inside a motor vehicle and motor vehicle implementing said methodInfo
- Publication number
- EP2163126A2 EP2163126A2 EP08806093A EP08806093A EP2163126A2 EP 2163126 A2 EP2163126 A2 EP 2163126A2 EP 08806093 A EP08806093 A EP 08806093A EP 08806093 A EP08806093 A EP 08806093A EP 2163126 A2 EP2163126 A2 EP 2163126A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- frequency
- phase
- signals
- electrical
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R5/00—Stereophonic arrangements
- H04R5/02—Spatial or constructional arrangements of loudspeakers
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04S—STEREOPHONIC SYSTEMS
- H04S3/00—Systems employing more than two channels, e.g. quadraphonic
- H04S3/002—Non-adaptive circuits, e.g. manually adjustable or static, for enhancing the sound image or the spatial distribution
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04S—STEREOPHONIC SYSTEMS
- H04S7/00—Indicating arrangements; Control arrangements, e.g. balance control
- H04S7/30—Control circuits for electronic adaptation of the sound field
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R2499/00—Aspects covered by H04R or H04S not otherwise provided for in their subgroups
- H04R2499/10—General applications
- H04R2499/13—Acoustic transducers and sound field adaptation in vehicles
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04S—STEREOPHONIC SYSTEMS
- H04S2400/00—Details of stereophonic systems covered by H04S but not provided for in its groups
- H04S2400/05—Generation or adaptation of centre channel in multi-channel audio systems
Definitions
- the invention relates to a sound processing method for a stereophonic signal broadcast in a motor vehicle and a motor vehicle implementing this method.
- the invention particularly aims to increase the comfort of listening to a soundtrack in a car.
- This soundtrack may contain for example a telephone conversation and / or music.
- the invention finds particular advantageous application in sound processing methods implemented with audio systems with two input channels and four, five or six output channels.
- the stereo signal comprising a left sound signal (1 st lane) and a signal of the right (2nd channel) generated by a stereophonic source (such as radio) is broadcast on channels 4 .
- a fifth channel can also be generated and broadcast by a transducer located in the center of the dashboard.
- a transducer is a system that transforms an electrical sound signal into an acoustic sound signal.
- a transducer connected to a given channel comprises two loudspeakers which diffuse respectively the high frequency part and the low frequency part of the electrical signal of its conveyed by the way.
- a first speaker called “tweeter” broadcasts the high frequency part of the signal of the channel
- a second speaker called “woofer” broadcasts the low frequency part of the signal of the channel.
- some transducers can be positioned so that the sound seems to come from the bottom of the vehicle, which does not provide a very pleasant listening impression to the passengers.
- the invention solves this problem by positioning the sound stage on the plane of the ears of each passenger, in front of each passenger and / or in the middle of the edge range of the vehicle.
- it is sought to minimize the phase opposition effects between the left and right signals received at the head location of at least one of the passengers.
- the stereophonic sound source is centered in the middle of the dashboard for the “driver” listening position.
- delays are introduced in the frequency bands of each speaker, so that all the speakers seem to be at the distance from the one which is farthest from the driver.
- the resultant phase of the signals of the front channels and the phase of the signals of the rear tracks perceived by the listeners are equalized, so that the sound source seems to be centered in front of each passenger.
- delays in the front channel signals are introduced to temporally align the tweeter / woofer pairs.
- the invention therefore relates to a sound processing method of a stereophonic signal inside a motor vehicle, the stereophonic signal being composed of an electrical signal of its left and an electrical signal of its right, in which ,
- the phase of these electrical sound signals is equalized so as to minimize the phase opposition effects in frequency bands of these left and right signals received substantially at the head of one of the passengers, and the electrical signal of its left equalized in phase is diffused and the electrical signal of its equalized right in phase respectively with the aid of a left front transducer positioned in the left front part of the vehicle and a right front transducer positioned in the right front part of the vehicle.
- filters are applied to the electrical signal of his left and / or the electrical signal of his right, so that the phase difference curve between the electrical signals of his left and right received at the location of the passenger's head bypasses the points where the electrical signals of his left and right received are in phase opposition.
- all-pass filters are applied to the left or right signal, these all-pass filters each having a cut-off frequency substantially equal to a center frequency of the band of frequency for which the electrical signals of his left and right received are in phase opposition.
- all-pass filter pairs are applied, one of the filters of the pair being applied to the electrical signal of its left and the other filter of the pair being applied. to the electrical signal of its right, the filters of a pair having cut-off frequencies which surround a middle frequency of the frequency band for which the electric signals of its left and right received are in opposition of phase.
- the all-pass filters are of Infinite Impulse Response (IIR) type.
- the filters are of the RIF type, in Response
- these filters each having a phase response each having the appearance of an inverted gate having a value of -180 degrees on a frequency band where the received signals are in phase opposition. According to one implementation, it is considered that the electrical signals of its receipt are in phase opposition when the phase difference between these signals is 180 degrees plus or minus 20 degrees modulo 360 degrees.
- phase opposition effects are minimized for a frequency band between 20 Hz and 2 kHz.
- the frequency spectrum of the left and right electrical signals is equalized so as to compensate the acoustics at the front of the vehicle, using a spectral correction module.
- frequency bands of each electrical sound signal are filtered, and delays are introduced into these frequency bands. The delays are chosen so as to temporally align the speakers of the left front transducer as well as the speakers of the right front transducer diffusing these frequency bands.
- the low frequency portion and the high frequency portion of each electrical sound signal are filtered, the delays being chosen so as to temporally align the loudspeakers respectively diffusing the low and high frequency portions of the electrical signal of its sound. left, the delays being chosen so as to temporally align the speakers respectively diffusing the low and high frequency parts of the electrical signal of his right.
- the left and right delays applied to the high frequency loudspeakers are identical, and the left and right delays applied to the low frequency loudspeakers are identical, because of the geometry of the vehicle. However alternatively they could be different.
- the frequency bands of the loudspeakers correspond to the frequency bands of the filtered signals that they broadcast.
- the frequency bands of the electrical signal of its left are combined into an electrical signal of its reconstituted left, this electrical signal of its left reconstituted being diffused by the left front transducer. While the frequency bands of the electric signal of his right are combined in an electrical signal of his right reconstituted, this electric signal of his right reconstituted being diffused by the right front transducer.
- the frequency bands of the electrical sound signals are adjusted in volume by gain cells.
- an electrical signal of its central is generated from the spectral components in phase of electrical signals of its left and right originals of a stereo source, this electrical signal of its central being broadcast, after introduction of a delay, and adjustment in level and volume, by a transducer positioned in the center of the dashboard.
- the electrical signal of its left and the electrical signal of its right are obtained by subtraction of the spectral components of the electrical signal from its central respectively to those of the electrical signal of its original left and those of the electrical signal of its original right.
- electrical signals are generated from its left and right back, from substantially out of phase components. electrical signals of his left and right, these signals being diffused, after introduction of a delay and adjustment in level and volume, respectively by a left rear transducer and a right rear transducer.
- the invention furthermore relates to a sound processing method of a stereophonic signal inside a motor vehicle, the stereophonic signal being composed of an electrical signal of its left and of an electrical signal of its right, in which frequency bands of each electrical sound signal are filtered, and delays are introduced into these frequency bands.
- the delays are chosen so that the transducers diffusing these frequency bands lie virtually on a circle, this circle having as a center the location where the conductor is located and having a radius whose distance is that which separates the conductor from the transducer. further away from the driver.
- the low frequency part and the high frequency part of each electrical sound signal are filtered, the transducers each comprising a low frequency loudspeaker and a high frequency loudspeaker, the delays being then chosen so as to time align the loudspeakers diffusing respectively the low and high frequency parts of the electrical signal of his left.
- the delays are chosen so as to temporally align the loudspeakers respectively diffusing the low and high frequency parts of the electrical signal of its right.
- the left and right delays applied to the high frequency speakers are identical, and the left and right delays applied to the low frequency speakers are identical.
- the invention furthermore relates to a motor vehicle comprising a sound source generating a stereo signal inside a car, this stereo signal being composed of an electrical signal of its left and an electrical signal of its right, these electrical signals of left and right being processed by the method according to the invention so as to be respectively distributed by a front left transducer comprising only a speaker and a right front transducer comprising only a speaker.
- the front left and right speakers are wide-band speakers.
- FIG. 1 a functional schematic representation of an audio system implementing the "driver" mode according to the invention
- FIG. 2 a functional schematic representation of an audio system implementing the "ail passengers" mode according to the invention
- FIG. 3 a functional schematic representation of an audio system according to the invention with 2 input channels and 6 output channels;
- FIGS. 4-5 schematic representations of the virtual location where the center of the sound stage is located respectively during the implementation of the method according to the invention in "driver” mode and the implementation of the method according to the invention in "passenger passengers” mode.
- FIG. 6 a graphical representation of the phase difference between the front left and right signals received at the head of one of the passengers before and after phase correction;
- FIG. 7 a graphical representation of a phase response of a "pass-all" filter used to minimize the phase opposition between the acoustic signals received at the location of the head of one of the passengers ;
- FIGS. 8 graphical representations of the phase responses of two "all-pass" filters and of their combination, as well as the phase response of a Finite Impulse Response filter. Identical elements retain the same reference from one figure to another.
- FIG. 1 shows a functional schematic representation of an audio system implementing the "driver" mode making it possible to position the center of the sound scene for a listening position instead of the driver of the vehicle.
- the audio system according to the invention has two input channels 2 and 3 and four output channels 20, 25, 34 "and 35" respectively diffused by the transducers 21, 26, 39 and 41. More specifically, a sound source 1, such as a CD player, generates a stereo signal composed of an electrical signal 2 of its left and an electric signal 3 of its right (2 input channels).
- a sound source 1 such as a CD player
- This module 4.1 equalizes the spectrum of signals 2 and 3.
- the module 4.1 comprises a filter that smooths the perceived spectral response of the electrical signals of its 2 and 3, so that all the frequencies emitted at a given power tend to be perceived at the same amplitude level by the driver.
- a known signal is diffused using the transducers 21, 26 before left and right, and the signal at the driver's head using a microphone.
- a transfer function called “vehicle transfer function” is deduced therefrom, and from the inverse transfer function of the "vehicle transfer function", the filter coefficients are parameterized so that the defects of the spectrum of the recorded signal are compensated for. way to find the spectrum of the initial signal.
- This module 4.1 thus creates a spectral shape that compensates for the acoustics of the vehicle, so that the audible signals diffused at the front of the vehicle by the transducers 21, 26 and perceived by the driver (after the sound signals have been passed inside of the vehicle) have a spectrum as close as possible to that of the original sound signal.
- An electric signal of left equalized and an electric signal of its equalized right is obtained at the output of module 4.1.
- These signals 5 and 6 are applied at the input of a block 7 allowing a spatial correction of the signals 5 and 6.
- these signals 5 and 6 are respectively applied at the input of a high pass type filter 9 and a low pass type filter 10.
- a high pass type filter 9 and a low pass type filter 10 At the output of the filter 9, an electric signal 5a of its left high frequency and an electric signal 6a of its high frequency right are obtained.
- an electric signal 5b of its left low frequency and an electric signal 6b of its low frequency right are obtained.
- the cutoff frequencies of the filters 9 and 10 correspond to the cut-off frequencies of the loudspeakers used for the diffusion of the filtered signals. In one implementation, these cutoff frequencies are substantially identical. In other words, the frequency bands of the filtered signals correspond to the frequency bands of the loudspeakers broadcasting these filtered signals.
- two loudspeakers 22.1, 22.2 and 27.1, 27.2 are connected to each channel in order to broadcast respectively the high frequency bands and the low frequency bands.
- the electrical signals of its left and right are each respectively filtered by 3 filters, each corresponding to one of the frequency bands of these 3 speakers (high, medium or low).
- the signals 5a, 5b and 6a, 6b are then each applied to the input of a delay cell 13.1-13.4.
- the adjustment of the delays t1-t4 introduced is made according to the positioning of the speakers in the car, in particular according to the distance to which they are from the driver.
- delays t1-t4 are introduced on the signals 5a, 5b and 6a, 6b, so that all the front loudspeakers seem to be at the distance RHPmax of the transducer 41 furthest from the driver's head 62 (FIG. see Figure 4).
- the frequency band intended to be broadcast by the farthest speaker is not delayed, whereas the frequency bands broadcast by the loudspeakers closer to the driver's head are delayed by one. delay such that the sound broadcast by these closer speakers seems to be perceived at the same time at the driver's head than that to which the signal of the farthest speaker is perceived. In other words, the frequency bands are delayed so that the sounds broadcast by all the speakers are perceived at the same time at the location of the driver's head.
- the conductor 62 is then in the center of a circle C of radius RHPmax on which the images S1-S4 of the loudspeakers 22.1, 22.2, 27.1, 27.2 are located, as represented in FIG. 4.
- the distance between each loudspeaker and the driver is first measured and a delay is introduced according to this measurement in the frequency bands broadcast by the speakers other than the one furthest away, so that all the speakers appear to be at the RHPmax distance of the farthest speaker.
- the delayed signals 5a ', 6a', 5b 'and 6b' observable at the output of the cells 13.1-13.4 are applied at the input of cells 15.1-15.4 gain.
- These cells 15.1-15.4 allow an adjustment of the volume of the high and low frequency sound signals.
- the delayed signals are multiplied by coefficients K1-K4, for example between 0 and 1.
- the electric signal 5a of its left high-frequency processed signal observable at the output of the cell 15.1, and the electric signal 5b "of its left low frequency processed observable at the output of the cell 15.3 are applied at the input of an adder 17.1.
- This signal 20 corresponds to the left front channel (first output channel) diffused by a transducer 21 having two speakers 22.1 and 22.2 positioned in the left front part of the vehicle.
- the first speaker 22.1 (the "tweeter”) broadcasts the high frequency portion of the signal 20, while the second speaker 22.2 (“the woofer”) broadcasts the low frequency portion of the signal 20.
- the electrical signal 6a of its processed high frequency right observed at the output of the cell 15.2, and the electric signal 6b of its observed low frequency right observed at the output of the cell 15.4 are applied at the input of an adder. 17.2.
- This signal 25 corresponds to the right front channel (second output channel) diffused by a transducer 26 comprising two speakers 27.1 and 27.2 positioned in the right front part of the vehicle.
- the first speaker 27.1 (the "tweeter") broadcasts the high frequency portion of the signal 25, while the second speaker 27.2 (“the woofer”) broadcasts the low frequency portion of the signal 25.
- the high frequency and low frequency portions of the signals 20 and 25 diffused by the loudspeakers 22.1, 22.2 and 27.1, 27.2 correspond, as we have seen, to the frequency bands filtered by the high frequency and low frequency filters 9 and 10.
- the high-frequency signals 5a "and 6a" of electrical sound are diffused respectively by a transducer 29 and 30 comprising only a loudspeaker 31, 32 having a high frequency band.
- the transducers 21 and 26 directly broadcast the signals 5b "and 6b". We then have one loudspeaker per channel and no longer two loudspeakers per channel. In this case, the summers 17.1 and 17.2 are suppressed.
- the signals 2 and 3 are applied at the input of a second spectral correction module 4.2.
- this module 4.2 compensates the vehicle acoustics for the channels 34 ", 35" rear of the vehicle.
- At the output of module 4.2 are observed electrical signals 34, 35 of its left and right equalized.
- these signals 34 and 35 are respectively applied at the input of delay cells 13.5 and 13.6.
- These cells 13.5, 13.6 each introduce a delay t5 and t6 in the signals 34 and 35, so that all the transducers seem to be virtually at the distance RHPmax of the loudspeaker farthest from the conductor, as shown in FIG.
- signals 34 'and 35' observable at the output of the delay cells are applied at the input of a gain cell 15.5, 15.6 which allows an adjustment of the volume of the signals 34 ', 35' by multiplying them by a gain K5, K6.
- the electrical signals of its processed 34 "and 35" observable at the output of the cells 15.5 and 15.6 are respectively applied at the input of a transducer 39 and 41 rear for their diffusion.
- the transducers 39 and 41 each comprise a loudspeaker 40.1 and 42.1 respectively permitting the scattering of the signals 34 ", 35".
- the rear transducers 39, 41 comprise several loudspeakers.
- the system has only two forward channels carrying the signals 20, 25 but no backward track carrying the signals 34 ", 35".
- the spectral correction modules 4.1 and 4.2 are not used, the signals 2 and 3 then being directly applied at the input of the block 7 and the cells 13.5, 13.6.
- the signals 2 and 3 are applied at the input of a module 45 of phase equalization.
- electrical signals 2a and 3b are obtained from its left and right equalized in phase.
- the module 45 comprises for this purpose a filter which corrects the phase defects perceived by the passengers.
- a filter which corrects the phase defects perceived by the passengers.
- a known signal whose phase response is zero is diffused using the left and right forward transducers 21, 26 positioned non-symmetrically with respect to a passenger, for example the driver. Indeed, the distance of one of the transducers 21, 26 to the passenger's head is different from the distance of the other transducer 21,
- the signal emitted from the left channel via the transducer 21 is recorded by means of a microphone at the location of the head of one of the passengers and the phase response ⁇ 1 of the received left channel signal indicating variation of the phase of the received left signal as a function of the frequency.
- the signal emitted from the right channel via the transducer 26 is recorded by means of the microphone at the location of the head of one of the passengers, and the phase response ⁇ R of the signal of the right channel received, indicating the variation of the phase of the received right signal as a function of the frequency.
- the responses in phase ⁇ L, ⁇ R are for example calculated from the Fourier transform of the received signal.
- the AC out-of-phase frequency bands of this phase difference are then determined, i.e., the frequency bands for which the phase difference between the received left and right signals is 180 degrees to plus or minus 20 degrees. and modulo 360 degrees.
- the coefficients of the filters 45.1 and 45.2 of the block 45 are then parameterized, applied respectively to the electrical signal of its left 2 and to the electrical signal of its right 3, for example of allpass type ("garlic pass" in English) so as to minimize phase opposition effects in these frequency bands.
- These all-pass filters are for example of the RII (Infinite Impulse Response) type.
- the phase response of the all-pass filter G1 shown in FIG. 6 ranges from 0 to at least 360 degrees via an inflection point (which corresponds to the cutoff frequency) for which the phase is minus 180 degrees.
- phase delays of 180 degrees are introduced at the points where the received signals are in phase opposition. This eliminates the frequency bands in which the received left and right signals are in phase opposition.
- the curve C2 thus represents the phase difference when an all-pass filter of cut-off frequency f1 has been applied to one of the electrical signals of its left or right, while the curve C3 represents the phase difference when filters pass. all respectively of cut-off frequency f1 and f2 have been applied to one of the electrical signals. Note that the C1-C3 curves are spaced apart by an angle of 360 degrees.
- the combination of two filters G2, G3 pass-all applied to the phase of the electrical signal of its sound is used. 2 and the electrical signal of its right 3.
- the cutoff frequencies fd, fc2 frame the center frequency f1, f2 of the frequency band out of phase, as shown in FIG. 8a.
- phase difference curve G4 (shown in dotted lines) to move away from the frequency values f1, f2 for which the received signals are in phase opposition and then to return to the C1 curve.
- the use of these all-pass filter pairs makes it possible to locally remove the A-C bands in phase opposition.
- off-phase frequency bands are corrected in the [20 Hz, 2000 Hz] range.
- G5 filters of the Finite Impulse Response RIF type are used, making it possible to draw the desired phase response, this phase response being able to present the appearance of the combination of the filters.
- these filters each have a phase response having the appearance of an inverted gate having a value of -180 degrees in a frequency band where the received left and right signals are in phase opposition.
- the desired frequency response in the frequency domain is first plotted and an inverse Fourier transform is performed to obtain the impulse response of the filter in the time domain.
- phase correction operation it is sufficient to perform the phase correction operation at the location of the head of one of the passengers, preferably the driver, so that the effect associated with this correction is perceived by all passengers.
- the vehicle has a symmetry between its left and right parts, so that the perceived sound effect for the front passenger is the same as that perceived by the driver.
- the vehicle also has a symmetry between its front and rear parts, so that the sound effect associated with the phase correction of left and right signals 2, 3 diffused at the rear is also perceived by all rear passengers.
- phase equalization is such that when the signals 20, 34 ",
- the delays t1-t4 are introduced in order to temporally align the pairs "tweeters / woofers" 22.1 and 22.2 as well as the pairs 27.1 and 27.2.
- Time alignment is understood to mean introducing a delay on the signal of the nearest loudspeaker so that the sound wave emitted by the latter is perceived at the same time as the sound wave emitted by the loudspeaker the signal is not delayed.
- FIG. 3 shows a variant in which six electrical signals 51-55 of sound input are generated from two electrical signals of sound.
- an electrical signal from its central unit 55 is generated which comprises only the substantially in-phase spectral components of the electrical signals of its left 2 and of its right 3.
- This signal 55 is first corrected by the spectral correction module 4.3.
- This transducer 61 comprises one or two speakers 63 according to the vehicle model and is preferably positioned in the center of the dashboard.
- the electrical signal 51 of its left front and the electrical signal 52 of its front right are generated by subtracting the components spectral signal 55 respectively to those of the electric signal 2 of his left and those of the electrical signal 3 of his right.
- the electrical signals 53 and 54 of its left rear and its rear right are generated from the substantially out-of-phase components of the signals 2 and 3 electrical right and left.
- the signals 51, 52, 53 and 54 are then processed in "driver" mode or "ail passengers” mode as described in FIGS. 1 and 2.
- Another electric sound signal 56 may be created from the low frequency filtering of the electrical signals 2 and 3 from its left and right. Like the others, this signal 56 can be delayed by a delay cell
- the output channels correspond to a combination of the six channels available at the input.
- the implementation of the invention is therefore particularly advantageous with entry-level vehicles comprising only one loudspeaker per transducer.
- the single speaker of the transducers 21 or 26 is preferably a wideband speaker.
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- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Acoustics & Sound (AREA)
- Signal Processing (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Stereophonic System (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0756279A FR2918532B1 (en) | 2007-07-05 | 2007-07-05 | METHOD FOR THE SOUND PROCESSING OF A STEREO PHONE SIGNAL INSIDE A MOTOR VEHICLE AND A MOTOR VEHICLE USING THE SAME |
PCT/FR2008/051164 WO2009004268A2 (en) | 2007-07-05 | 2008-06-25 | Method for the sound processing of a stereophonic signal inside a motor vehicle and motor vehicle implementing said method |
Publications (2)
Publication Number | Publication Date |
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EP2163126A2 true EP2163126A2 (en) | 2010-03-17 |
EP2163126B1 EP2163126B1 (en) | 2011-05-04 |
Family
ID=39111441
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP08806093A Active EP2163126B1 (en) | 2007-07-05 | 2008-06-25 | Method for the sound processing of a stereophonic signal inside a motor vehicle and motor vehicle implementing said method |
Country Status (9)
Country | Link |
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US (1) | US8483396B2 (en) |
EP (1) | EP2163126B1 (en) |
JP (1) | JP5366943B2 (en) |
KR (1) | KR101476159B1 (en) |
AT (1) | ATE508593T1 (en) |
DE (1) | DE602008006725D1 (en) |
FR (1) | FR2918532B1 (en) |
MY (1) | MY152403A (en) |
WO (1) | WO2009004268A2 (en) |
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WO2019142407A1 (en) * | 2018-01-19 | 2019-07-25 | 株式会社Jvcケンウッド | Reproducing device, reproducing method, and in-vehicle loudspeaker system |
WO2020111284A1 (en) * | 2018-11-26 | 2020-06-04 | 엘지전자 주식회사 | Vehicle and operation method thereof |
US11658631B1 (en) * | 2022-01-05 | 2023-05-23 | Harman International Industries, Incorporated | System and method for automatically tuning an audio system |
WO2024035853A1 (en) * | 2022-08-12 | 2024-02-15 | Ibiquity Digital Corporation | Spatial sound image correction in a vehicle |
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2007
- 2007-07-05 FR FR0756279A patent/FR2918532B1/en active Active
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2008
- 2008-06-25 AT AT08806093T patent/ATE508593T1/en not_active IP Right Cessation
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MY152403A (en) | 2014-09-30 |
WO2009004268A2 (en) | 2009-01-08 |
ATE508593T1 (en) | 2011-05-15 |
FR2918532A1 (en) | 2009-01-09 |
DE602008006725D1 (en) | 2011-06-16 |
FR2918532B1 (en) | 2015-04-24 |
EP2163126B1 (en) | 2011-05-04 |
WO2009004268A3 (en) | 2009-02-12 |
US20100208900A1 (en) | 2010-08-19 |
US8483396B2 (en) | 2013-07-09 |
JP5366943B2 (en) | 2013-12-11 |
JP2010532613A (en) | 2010-10-07 |
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