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1 region where automotive electronic equipment will be changing rapidly is your automotive sound system. Along with the apparently observable tendencies, like the progress to radio/cassette/CD methods, you will find inner technical alterations. One of these is that the transition from analog into digital signal processor-based sound signal processing. DSPs have already started to appear at the in-dash radio/cassette/CD methods, managing signal processing tasks like consumer equalization, sound-field impacts processing and noise reduction such as your tape player. A less noticeable emerging program for DSP-based audio-signal processing is at the front end of this automotive sound power amplifier.

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The sound system in an ordinary mid- to luxury car is made up of an integrated radio, or "head unit," along with a separate sound power amplifier. The headset unit typically includes an AM/FM mic and a cassette tape player or CD player. Therefore, you will find just four analog outputs, although the sound sources are just stereophonic (two stations). The front and back stations generally carry exactly the same stereo program, however in different signal levels as ordered by the front/rear fader controller. The pan and volume controls also impact the signal levels in both analog outputs.

The four analog outputs in the head unit have been sent to the sound amplifier, which compels the loudspeakers found in the front and back of the motor vehicle. Inclusion of any vehicle-specific signal processing at the amplifier is valuable because it frees the head unit in the model-specific sound delivery program.

But, there's a significant drawback. The amplifier has to be formatted, or tuned, to every automobile model where the layout is still utilized. Tuning can be achieved by iteratively running spectral measurements and listening tests while altering the resistors and capacitors from the filter circuits onto the amplifier circuit board. This procedure is time consuming. As well as the producer needs to inventory a separate amplifier for each car model. Amplifiers are usually built using exactly the same circuit board having different invoices of materials.
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The four-channel amplifier may be employed to push four full-range speakers. Alternatively, passive crossover filters might be utilized to separate both the low and low frequencies to induce a two-way speaker settings. The following approach is to employ an energetic crossover from the amplifier, and also push the low- and - high-frequency transducers-the woofer along with tweeter-with separate power amplifiers. This approach may immediately provide all of the amplifier power to your transducers, in which the passive-crossover approach will exude a few of this amplifier output power in the passive-crossover parts.

Digital signal processing may be utilized rather than analog circuitry for these purposes including equalization and active-crossover filtering. In addition, DSP allows for its technical implementation of quite a few features that could be impractical using analog circuitry - for instance, elastic signal-level-limiting works or multichannel time delay for speaker recovery.

The attractiveness of DSP implementation could result from the simplicity of reconfiguring the amplifier without even altering components.

For your amplifier manufacturer, this may dramatically speed the pruning procedure, saving the time and enabling the provider to become more responsive to this customer: the auto maker. Reconfigurability of this DSP-based amplifier also allows exactly the same amplifier to be utilized in different automobile models, simplifying the auto manufacturer's inventory administration. The amplifier can then be programmed to your specific vehicle model at setup, or configuration may even be achieved mechanically if the amplifier comes with a port to one of those in-vehicle controller buses-commonly, the J1850 bus to get U.S. makers or even the CAN bus for European cars.

This program also includes a port to a serial control bus. After the design was tuned, the settings for numerous different automobile models could be kept from the amplifier's internal memory, allowing the same amplifier to be readily reconfigured for any of their target vehicles. The setup might be carried out manually before installation in the car or, even if the amplifier is linked to an in-vehicle command bus, then done automatically inside the motor vehicle.

The practice of restarting the CRD4912 board DSP algorithms employing the PC-based GUI is comparable to this amplifier pruning procedure clarified.

The software gives a graphical depiction of this signal flow throughout the signal-processing works. Clicking on the mouse over some of those signal-processing cubes will bring up a more-detailed display, which can be utilized to configure the characteristics of the processing purpose. This lessens the tuning procedure from weeks to days.

Among these difficulties in DSP-based methods is keeping great dynamic selection. This usually means that the signal level entering the amplifier could be tens of thousands of thousands of decibels below best for ordinary listening conditions. Operating within this situation requires quite good dynamic range from the amplifier's A/Ds and D/As.
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A solution is to communicate the present user settings such as volume, pan and fader in the head unit into the amplifier above a control-bus link between both units. The head unit may then be designed to activate a full size signal level, whatever the consumer settings. When the fader is employed from the amplifier, the sound signal path between the head unit and the amplifier has been reduced in four stations into stereo.