JP2004129857A - Simulating sound generator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simulating sound generator for matching the generation state of a simulating sound and the traveling state of a model automobile or the like and suppressing the feeling of incompatibility of an operator. <P>SOLUTION: An adjustment-control user interface 14 is provided with a plurality of operation elements for adjusting the generation state of the pseudo sound emitted from a speaker 12. The plurality of operation elements respectively correspond to various kinds of parameters referred to at the time of generating the simulating sound and values of various kinds of the parameters are respectively independently adjusted by operating the respective operation elements. Thus, by appropriately adjusting the values of the respective parameters, the generation state of the simulating sound is matched with the actual traveling state of the model automobile C and consistency is attained. As a result, the deviation of the generation state of the simulating sound to be listened to by the operator and the traveling state of the model automobile C to be visually recognized is suppressed and the simulating experience of the operation of an automobile is made possible without giving the feeling of incompatibility to the operator. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pseudo-sound generator, and more particularly, to a pseudo-sound generator capable of adapting a state in which a pseudo sound is generated and a running state of a model car or the like to suppress an uncomfortable feeling of an operator. It is about.
[0002]
2. Description of the Related Art Conventionally, there has been a radio controlled model toy in which a so-called radio controlled car such as a model car is remotely controlled by a controller so that an operator can experience the driving operation of the car in a simulated manner.
[0003]
The controller is provided with, for example, operation levers for speed control and steering angle control, respectively. When each of these operation levers is operated by an operator, the model car moves forward and backward, or turns left and right. Is transmitted by radio waves. The model car extracts a control signal from the received radio wave, and controls the drive motor and the steering motor based on the control signal, so that the model car travels according to the operation state of each operation lever performed by the operator.
[0004]
By the way, the noise of the drive motor is generated from a running model car, but the sound of the rotation is not only low in volume but also extremely different from the engine sound of the actual car, so it is called an acoustic atmosphere. From a viewpoint, it has not been possible to make the operator sufficiently simulate the driving operation of the automobile.
[0005]
Therefore, a pseudo-sound generating device capable of generating a pseudo sound such as an engine sound has been proposed in order to produce an acoustic atmosphere. For example, there is a radio controlled model toy including a pseudo sound generating device capable of generating a pseudo sound such as an engine sound or a skid sound in response to a received control signal. According to this radio control model toy, when a control signal corresponding to the running of a model car is received, a pseudo sound of an engine sound is generated, and a control signal corresponding to sudden acceleration / deceleration or a sudden steering wheel is received. In such a case, a pseudo-skid sound is generated, so that an acoustic atmosphere when an actual car runs can be produced (for example, see Patent Documents 1 and 2).
[0006]
[Patent Document 1]
Japanese Patent Publication No. 4-49436 (Fig. 1)
[Patent Document 2]
Japanese Patent Publication No. 5-72234 (Fig. 1)
[0007]
However, in the above-described pseudo-sound generating apparatus, a pseudo-sound such as an engine sound or a skid sound is generated based on the received control signal, so that the pseudo-sound generating apparatus has no relation to the actual running state of the model car. A pseudo sound is generated. As a result, there is a gap between the state of generation of the pseudo sound heard by the operator and the running state of the model car visually recognized, giving a sense of incongruity to the operator who simulates the operation of the car. there were.
[0008]
The present invention has been made in order to solve the above-described problems, and a pseudo-sound generation device that can adapt a generation state of a pseudo-sound to a running state of a model car or the like and suppress an uncomfortable feeling of an operator. It is intended to provide.
[0009]
To achieve this object, a pseudo-sound generating apparatus according to claim 1 includes an antenna means for receiving a control signal transmitted from a transmitter for controlling a traveling apparatus; A pseudo-sound generation unit that generates a pseudo-sound based on the control signal received by the antenna unit, and a sound emission unit for emitting the pseudo-sound generated by the pseudo-sound generation unit, Storage means for storing pseudo-sound data corresponding to a plurality of types of traveling devices for generating a pseudo-sound based on a control signal received by the antenna means; and one type of the plurality of types of traveling devices. A pseudo-sound selecting means for selecting, and parameter setting means for setting a parameter for controlling a musical tone from the received control signal, wherein the pseudo-sound generating means includes Ri is generated can configure the pseudo-sound in accordance with the set parameters by the selected pseudo-sound data and the parameter setting means.
[0010]
According to the pseudo sound generating device of the first aspect, when the control signal transmitted from the transmitter for controlling the traveling device is received by the antenna means, the pseudo sound is generated based on the received control signal. The pseudo sound generated by the sound generating means is emitted by the sound emitting means.
[0011]
Here, pseudo sound data corresponding to one type of the plurality of types of traveling devices stored in the storage means is selected by the pseudo sound selection means, and a parameter for controlling the musical tone from the received control signal is set as a parameter. When set by the parameter setting means, a pseudo sound is generated by the pseudo sound generating means in accordance with the pseudo sound data and the parameters, and the pseudo sound is emitted by the sound emitting means. Therefore, for example, when the value of the parameter is appropriately set for the traveling device, the state in which the pseudo sound is generated and the traveling state of the traveling device match, and the sense of discomfort of the operator is suppressed.
[0012]
Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. In the present embodiment, a description will be given using a so-called radio-controlled car (hereinafter, referred to as a “model car”) C as a traveling device to which the pseudo sound generating device 1 is applied. However, the traveling device is not limited to the model car C, and it is naturally possible to use a motorcycle, a tank, a ship, an airplane, a helicopter, or the like.
[0013]
FIG. 1 is a block diagram showing an electrical configuration of a pseudo sound generating device 1 according to one embodiment of the present invention. FIG. 1 schematically shows a transmitter P and a model car C in addition to the pseudo sound generating device 1 for easy understanding.
[0014]
The transmitter P is a controller operated by an operator when remotely operating the model car C. The transmitter P is provided with a throttle lever and a steering lever. When each of these levers is operated, a control signal (for example, throttle information or steering information, etc.) corresponding to the operation state is transmitted to the model car C. It is configured to be able to transmit by radio waves.
[0015]
The throttle lever is an operation element operated when controlling the traveling speed of the model car C. When the throttle lever is operated from the initial neutral position to one side, a speed control signal corresponding to the operation position is provided. (Throttle information for instructing traveling at the target speed) is transmitted, and when the vehicle is operated from the initial neutral position to the other side, a speed control signal (throttle information for instructing deceleration (braking)) according to the operation position is transmitted. Is done. When the throttle lever is at the initial neutral position, throttle information instructing neutral is transmitted.
[0016]
The steering lever is an operator operated when controlling the steering angle of the model car C. When the steering lever is operated to one side from the initial neutral position, the steering angle control according to the operation position is performed. A signal (steering information instructing a right turn) is transmitted, and when the vehicle is operated from the initial neutral position to the other side, a steering angle control signal (steering information instructing a left turn) in accordance with the operated position is transmitted. . When the steering lever is at the initial neutral position, steering information for instructing neutral is transmitted.
[0017]
The model car C is a traveling device that is remotely controlled by an operator using a transmitter P, and is a driving motor that rotationally drives rear wheels, a steering motor that steers front wheels left and right, and a radio wave transmitted from the transmitter P. And a control device for extracting control signals (throttle information and steering information) from radio waves received by the receiving device and controlling the drive motor and the steering motor, respectively.
[0018]
When receiving the radio wave transmitted from the transmitter P, the receiving device of the model car C outputs a received signal to the control device, and the control device transmits the received signal to a control signal (throttle information) for controlling the model car C. , Steering information). Then, the rotation speed of the drive motor is controlled based on the throttle information to accelerate or decelerate the running state of the model car C, and the rotation amount of the steering motor is controlled based on the steering information to move the model car C left and right. Turn. As a result, by operating the transmitter P, the operator can remotely control the running state of the model car C and enjoy the driving operation of the car in a simulated manner.
[0019]
The pseudo sound generating device 1 is a device for generating a pseudo sound such as an engine sound or a skid sound in accordance with a running mode of the model vehicle C. As shown in FIG. It is configured separately.
[0020]
The pseudo sound generating device 1 stores a CPU 2 as an arithmetic device, a program ROM 3 in which various control programs executed by the CPU 2 and fixed value data are recorded, and various data that can be rewritten when the control programs are executed. A RAM 4 is mounted. The program of the flowchart shown in FIG. 3 is stored in the program ROM 3 as a part of the control program, and the numerical values of the tables shown in FIGS. 4 to 10 are stored as part of the fixed value data.
[0021]
The demodulation unit 5, sound chip 8, DSP 10, adjustment / control user interface 14, and various displays 15 are connected to the CPU 2 via input / output ports (not shown).
[0022]
The demodulation unit 5 is connected to a radio wave receiving unit 6, and the radio wave receiving unit 6 is connected to an antenna 7. The antenna 7 is an antenna for receiving a radio wave transmitted from the transmitter P. The radio wave receiving unit 6 receives a radio wave input from the antenna 7 and outputs a received signal to the demodulation unit 5.
[0023]
The demodulation unit 5 is a device for acquiring a reception signal from the radio wave reception unit 6 and demodulating the signal into a control signal for controlling the running state of the model car C. The demodulation unit 5 separates the demodulated control signal into two channels, that is, throttle information and steering information, and outputs it to the CPU 2. The throttle information is a signal for controlling a traveling speed (drive motor) such as acceleration / deceleration / stop of the model car C, and the steering information is a traveling direction (steering motor) such as left / right turning / straight traveling of the model car C. Is a signal for controlling.
[0024]
It should be noted that the received signal includes two pulses at regular intervals, one pulse width corresponding to throttle information, and the other pulse width corresponding to steering information. The demodulation unit 5 converts the received signal into throttle information and steering information based on the pulse width of the pulse.
[0025]
When the pulse width corresponding to the throttle information is narrower than the reference width, it indicates running at a predetermined target speed, and when the pulse width is wider than the reference width, it indicates deceleration (braking). The length of the pulse width (difference from the reference width) corresponds to the magnitude of the target speed and the strength of the brake braking force. Note that, when the pulse width matches the reference width, it indicates a neutral state, and indicates a state in which a command to travel at a predetermined speed and a brake operation are not performed (an inertial traveling state or a stopped state).
[0026]
Similarly, the pulse corresponding to the steering information indicates a right turn when the pulse width is smaller than the reference width, and indicates a left turn when the pulse width is larger than the reference width. (The difference from the reference width) corresponds to the magnitude of the turning amount. When the pulse width matches the reference width, it indicates a neutral state, and indicates a state in which the left / right turning operation is not performed (straight running state).
[0027]
Here, the transmitter P is provided with a so-called dead zone to prevent the model car C from excessively reacting to minute manipulations of the throttle lever and the steering lever unintended by the operator, thereby reducing the operability. Are provided within a predetermined operation range from the initial neutral position of each lever. Therefore, even if each lever is operated within the range of the dead zone, the transmitter P does not respond, and the pulse width of the pulse corresponding to the throttle information and the steering information in this case matches the reference width (neutral state). .
[0028]
The sound chip 8 is an arithmetic unit for generating an acoustic signal in response to a pseudo sound generation request from the CPU 2, and a sound data ROM 9 is connected to the sound chip 8. The sound data ROM 9 stores a plurality of pieces of pseudo sound waveform data used when generating a pseudo sound, and the sound chip 8 stores the corresponding pseudo sound waveform data (for example, engine sound or the like) from the sound data ROM 9. (Skid sound) is read and synthesized and converted into an acoustic signal.
[0029]
The sound data ROM 9 stores engine sounds, skid sounds, etc., in order to generate pseudo sounds (engine sounds, skid sounds, etc.) corresponding to the type of the model car C (for example, racing car, sedan, truck, etc.). A plurality of types (seven types in this embodiment) are stored for each pseudo sound waveform data. The operator can arbitrarily select which pseudo sound waveform data should be used to generate an acoustic signal by using a vehicle type selection switch 21 (see FIG. 2B) described later.
[0030]
The DSP 10 is a digital signal processor for adding a sound effect to the sound signal converted by the sound chip 8 based on an instruction from the CPU 2, and adjusts a specific frequency to the sound signal input from the sound chip 8. The sound is added to sound effects such as reverberation and delay and output to the audio circuit 11.
[0031]
The audio circuit 11 includes a D / A converter, an amplification amplifier, and the like. The digital audio signal input from the DSP 10 is converted into an analog audio signal by the D / A converter, and the audio signal is converted by the amplification amplifier. The signal is amplified and output to the speaker 12 or the like. As a result, a pseudo sound is emitted from the speaker 12. Note that a headphone terminal 13 is also connected to the audio circuit 11 in addition to the speaker 12, and the sound output from the speaker 12 is shut off when the headphone terminal 13 is used.
[0032]
The adjustment / control user interface 14 is a part that plays a role of soliciting input to the operator, and is an operator for selecting a type of a pseudo sound emitted from the speaker 12 or the like, and for adjusting a generation state of the pseudo sound. It mainly includes an operation panel 14a provided with operators and the like for inputting parameters. Here, the operation panel 14a will be described with reference to FIG.
[0033]
FIG. 2A is a front view of the pseudo-sound generating device 1, and FIG. 2B is a partially enlarged view illustrating the operation panel 14 a of the pseudo-sound generating device 1 in an enlarged manner.
[0034]
As shown in FIG. 2A, the main body 1a of the pseudo-sound generating device 1 has a substantially rectangular shape when viewed from the front, and the above-described antenna 7 is provided upright on the upper surface of the main body 1a. . The above-described speaker 12 is provided at a lower portion of the front of the main body 1a, and an operation panel 14a having a plurality of operators is provided above the speaker 12.
[0035]
As shown in FIG. 2B, a vehicle type selection switch 21 is provided on the left end of the operation panel 14a, and on the right side thereof, an acceleration adjustment knob 22, a deceleration adjustment knob 23, and a brake deceleration adjustment A knob 24, an inertia deceleration adjustment knob 25, a gear ratio adjustment knob 26, a maximum rotation speed adjustment knob 27, an idling rotation speed adjustment knob 28, and a volume control 29 are provided in this order.
[0036]
The vehicle type selection switch 21 is an operator operated when selecting the type of the pseudo sound to be emitted, and as shown in FIG. 2B, seven types (“1” to “7”) of the pseudo sound. Is configured to be selectable. That is, as described above, the sound data ROM 9 stores a plurality of types (seven types in this embodiment) for each pseudo sound waveform data such as an engine sound and a skid sound. By operating, it is possible to select which pseudo sound waveform data is used to generate an acoustic signal (pseudo sound).
[0037]
For example, when the vehicle type selection switch 21 is operated to the “1” display position, the engine sound of the racing car is selected, and when the vehicle type selection switch 21 is operated to the “2” display position, the engine sound of the sedan is displayed as “ 3) When operated to the display position, the engine sound of the truck or the like is selected.
[0038]
Therefore, for example, when the model car C to be operated (see FIG. 1) is a racing car, the operator operates the vehicle type selection switch 21 to the display “1” position to thereby obtain the engine sound or skid of the racing car. Since sound or the like can be emitted from the speaker 12, the driving operation of the racing car can be fully simulated and enjoyed from the viewpoint of an acoustic atmosphere.
[0039]
Note that the type of the pseudo sound to be emitted is, of course, arbitrarily selectable by the operator using the vehicle type selection switch 21 regardless of the type of the model car C. Therefore, for example, even when the model car C to be operated is a racing car, it is possible to select an engine sound or the like other than the racing car. Therefore, since it is possible to change to various engine sounds and enjoy it, it is possible to provide a fresh interest without boring the operator.
[0040]
Each of the knobs 22 to 28 is an operation element that is operated when adjusting the generation state of the pseudo sound, and is configured to be rotatable. These knobs 22 to 28 respectively correspond to various parameters referred to when generating a pseudo sound, and by rotating the knobs 22 to 28, the values of the various parameters are independently adjusted. be able to.
[0041]
Here, each of the knobs 22 to 28 is configured such that the value of the input parameter increases as the knob is rotated clockwise (FIG. 2B), and is rotated approximately 120 ° clockwise. In this case, the maximum value of the parameter variable range is input. Each of the knobs 22 to 28 is configured so that the value of the input parameter decreases as the knob is rotated counterclockwise (counterclockwise in FIG. 2B), and is rotated approximately 120 ° counterclockwise. In this case, the minimum value of the parameter variable range is input.
[0042]
When each of the knobs 22 to 28 is operated to a substantially central position as shown in FIG. 2B, a default value is input. In the present embodiment, this default value is set to a substantially middle value of the parameter variable range.
[0043]
When each of the knobs 22 to 28 is operated, the generation state of the pseudo sound is changed in accordance with the operation position (that is, the value of the input parameter). Therefore, by appropriately adjusting the value of each parameter, By matching the state of generation of the pseudo sound with the actual running state of the model car C, consistency can be obtained. As a result, it is possible to suppress a deviation between a state in which the pseudo sound heard by the operator is generated and a running state of the model car C visually recognized, and to allow the operator to experience the operation of the car without giving a sense of incongruity. Can be.
[0044]
The correspondence between the knobs 22 to 28 and various parameters, and details of the various parameters will be described later.
[0045]
Returning to FIG. The various display devices 15 are display devices for displaying information on the model car C, and in the present embodiment, are constituted by an LCD (liquid crystal display). The information on the model car C includes, for example, the actual running speed, the pseudo running speed, the rotation speed of the drive motor, the pseudo engine speed, the pseudo gear position, and the like of the model car C.
[0046]
Next, the processing executed by the pseudo sound generation device 1 configured as described above will be described with reference to the flowchart of FIG. In the description of this process, the description will be made with reference to the tables in FIGS.
[0047]
FIG. 3 is a flowchart showing a main process executed in the pseudo sound generating device 1. This process is a process that is repeatedly executed by the CPU 2 at predetermined time intervals while the power of the pseudo sound generation device 1 is turned on. The control signal received from the transmitter P, the vehicle type selection switch 21 and each knob This is a process for generating a pseudo sound in accordance with the setting states of 22 to 28 and emitting the generated pseudo sound from the speaker 12.
[0048]
The CPU 2 firstly obtains throttle information from the demodulation unit 5 in the main processing (S1), and determines whether or not the obtained throttle information is a value indicating the brake, that is, the throttle lever of the transmitter P is moved to the brake side. It is confirmed whether or not the control signal which is operated and instructs the brake from the transmitter P is transmitted to the model car C (S2). As a result, when it is determined that the throttle information is not a value indicating the brake (S2: No), then, it is determined whether or not the acquired throttle information is a value indicating the neutral, that is, the throttle lever of the transmitter P It is confirmed whether or not it is within the range of the dead zone (S3).
[0049]
If it is determined in the processing of S3 that the throttle information is not a value indicating neutral (S3: No), the throttle lever of the transmitter P is operated to the side that instructs traveling, and the transmitter P Means that the control signal instructing the vehicle to run at the predetermined target speed is transmitted to the model car C. Therefore, in this case (S3: No), the target speed is set based on the value of the throttle information acquired from the demodulation unit 5 in order to confirm the value of the target speed instructed from the transmitter P to the model car C. It is calculated (S4). The value of the target speed is calculated from the difference between the pulse width of the pulse corresponding to the throttle information and the reference width, as described above.
[0050]
After the target speed is calculated by the process of S4, the acceleration (deceleration) amount is calculated based on the target speed and the target speed (that is, the current speed) calculated in the previous process (S5). For example, if the target speed calculated in the previous process is 100 km / h and the target speed calculated in the current process is 150 km / h, the current speed is 100 km / h and the target speed is 150 km / h. In this case, the acceleration amount is calculated. On the other hand, if the target speed calculated in the previous process is 100 km / h and the target speed calculated in the current process is 50 km / h, the current speed is 100 km / h and the target speed is 50 km / h. In this case, the deceleration amount is calculated.
[0051]
The calculation of the acceleration (deceleration) amount is performed based on the parameter values input by operating the acceleration (deceleration) degree adjustment knobs 22 and 23 (see FIG. 1) and the acceleration (deceleration) degree tables AT and DT. (S4). First, a case where the acceleration amount is calculated, that is, a case where the target speed is higher than the current speed will be described with reference to FIG.
[0052]
FIG. 4 is a diagram schematically showing the contents of the acceleration table AT. The acceleration table AT is a numerical table referred to when obtaining an acceleration amount, and defines a correspondence between a speed and an acceleration amount. In FIG. 4, in order to simplify the drawing and facilitate understanding, straight lines indicating the correspondence between the speed and the acceleration amount are shown only at predetermined speeds (50 km / h).
[0053]
A calculation method for calculating the acceleration amount using the acceleration table AT will be described. Here, for example, a case where the current speed is 100 km / h and the target speed is 150 km / h will be described as an example.
[0054]
When calculating the acceleration amount, the CPU 2 first checks the operation state of the acceleration adjustment knob 22 and acquires the value of the parameter input by operating the acceleration adjustment knob 22. If the obtained parameter value is different from the default value, each straight line of the acceleration table AT is re-created according to the parameter value.
[0055]
Specifically, when the acquired parameter value is larger than the default value, the slope of each straight line is increased, and when it is smaller than the default value, the slope of each straight line is reduced. In each line, the intersection with the vertical axis is moved up and down while the intersection with the horizontal axis is fixed.
[0056]
For example, in the case of a straight line indicating a speed of 50 km, the intersection (50, 0) with the horizontal axis is fixed, and when the acquired parameter value is larger than the default value, the intersection (0, 3) with the vertical axis. Is moved upward to a position (for example, intersection (0, 4)) corresponding to the parameter value, and if the acquired parameter value is smaller than the default value, the intersection (0, 3) with the vertical axis is It is moved downward to a position corresponding to the value (for example, intersection (0, 2)).
[0057]
Next, the CPU 2 specifies a straight line L1 indicating the target speed (150 km / h) from the re-created straight lines, and calculates an acceleration amount corresponding to the current speed (100 km / h) based on the straight line L1. As a result, as shown in FIG. 4, a value of the acceleration amount “1.4” is obtained.
[0058]
When the target speed is lower than the current speed, the parameter value (adjustment value) input by operating the deceleration adjustment knob 23 (see FIG. 1) and the deceleration table DT (not shown). The deceleration amount is calculated based on the above (S4).
[0059]
The method of calculating the amount of deceleration is the same as the method of calculating the amount of acceleration described above. First, each straight line of the deceleration table is re-created in accordance with the value of the parameter input by the deceleration adjusting knob 23, and A straight line indicating a target speed (100 km / h) is specified from the straight lines, and a deceleration amount corresponding to the current speed (50 km / h) is calculated based on the straight line.
[0060]
The acceleration (deceleration) degree tables AT and DT are stored in the program ROM 3 in a plurality of types (seven types in this embodiment). In the process of S4, the vehicle type selection switch 21 (see FIG. 2) is used. The acceleration (deceleration) degree tables AT and DT corresponding to the selected vehicle type are selected and used.
[0061]
Returning to the flowchart shown in FIG. In the process of S2, when it is determined that the throttle information is a value indicating the brake (S2: Yes), the throttle lever of the transmitter P is operated to instruct the brake (deceleration), and the transmitter P After that, a control signal for instructing deceleration with a brake braking force of a predetermined strength is transmitted to the model car C. Therefore, in this case (S2: Yes), first, the value of the brake braking force is calculated based on the value of the throttle information acquired from the demodulation unit 5 (S6). The value of the brake braking force is calculated from the difference between the pulse width of the pulse corresponding to the throttle information and the reference width, as described above.
[0062]
After calculating the value of the brake braking force by the processing of S6, next, the deceleration amount is calculated based on the value of the brake braking force and the current speed (S7). The calculation of the deceleration amount is performed based on the parameter value (adjustment value) input by operating the brake deceleration adjustment knob 24 (see FIG. 1) and the brake deceleration table BT (S7). Here, a calculation method for calculating the deceleration amount due to the brake operation will be described with reference to FIG.
[0063]
FIG. 5 is a diagram schematically showing the contents of the brake deceleration table BT. The brake deceleration table BT is a numerical table that is referred to when calculating the amount of deceleration due to the brake operation, and defines the correspondence between the speed and the amount of deceleration. In FIG. 6, only three curves indicating the correspondence between the speed and the amount of deceleration are shown in order to simplify the drawing and facilitate understanding. 5,10 "respectively.
[0064]
A calculation method for calculating the deceleration amount accompanying the brake operation using the brake deceleration table BT will be described. Here, for example, a case where the current speed is 150 km / h and the value of the brake braking force is “5” will be described as an example.
[0065]
When calculating the deceleration amount, the CPU 2 first checks the operation state of the brake deceleration adjustment knob 24, and acquires the value of the parameter input by operating the brake deceleration adjustment knob 24. Then, when the acquired parameter value is different from the default value, each curve of the brake deceleration table BT is recreated according to the parameter value.
[0066]
Specifically, if the acquired parameter value is larger than the default value, the slope of each curve is increased while fixing the intersection with the origin, and if smaller than the default value, the intersection with the origin is fixed. And the slope of each curve is reduced.
[0067]
For example, in the case of the curve corresponding to the brake braking force “5”, if the value of the acquired parameter is larger than the default value, the intersection with the origin is fixed and the curve is moved upward (for example, the brake braking force “10”). If the acquired parameter value is smaller than the default value, it is moved downward (for example, a position overlapping the curve of the brake braking force “3”) while fixing the intersection with the origin. Is done.
[0068]
Next, the CPU 2 specifies a curve L2 indicating the brake braking force “5” from among the re-created curves, and calculates a deceleration amount corresponding to the current speed (150 km / h) based on the curve L2. As a result, as shown in FIG. 5, a value of the deceleration amount “1.3” is obtained.
[0069]
A plurality of types (seven types in this embodiment) of the brake deceleration table BT are stored in the program ROM 3, and in the process of S7, the type of the vehicle selected by the vehicle type selection switch 21 (see FIG. 2) is selected. The corresponding brake deceleration table BT is selected and used.
[0070]
Returning to the flowchart shown in FIG. In the process of S3, when it is determined that the throttle information is a value indicating neutral (S3: Yes), the throttle lever of the transmitter P is within the dead zone, and the transmitter P issues a predetermined value. This means that neither the control signal for instructing the vehicle to run at the target speed nor the control signal for instructing deceleration by the braking force is transmitted to the model car C.
[0071]
Therefore, neither the acceleration force nor the brake braking force acts on the model car C. However, when the model car C has a predetermined current speed, the model car C does not stop suddenly but has its running speed. Gradually decelerates. Therefore, in this case (S3: Yes), the deceleration amount is calculated based on the parameter value (adjustment value) input by operating the inertia deceleration adjustment knob 25 (see FIG. 1) and the inertia deceleration table IDT. Is performed (S8). Here, a calculation method for calculating the deceleration amount in the inertial running state will be described with reference to FIG.
[0072]
FIG. 6 is a diagram schematically showing the contents of the inertial deceleration table IDT. The inertia deceleration table IDT is a numerical table referred to when calculating the deceleration amount in the inertial running state, and defines the correspondence between the speed and the deceleration amount.
[0073]
A calculation method for calculating the deceleration amount in the inertial running state using the inertial deceleration table IDT will be described. Here, for example, a case where the throttle lever is operated to a neutral position (that is, within a dead zone) when the current speed is 150 km / h will be described as an example.
[0074]
When calculating the deceleration amount, the CPU 2 first checks the operation state of the inertia deceleration adjustment knob 25, and acquires the value of the parameter input by operating the inertia deceleration adjustment knob 25. If the acquired parameter value is different from the default value, the curve of the inertial deceleration table IDT is re-created according to the parameter value.
[0075]
Specifically, this is the same as the case of the above-described brake deceleration table BT (see FIG. 5). When the value of the acquired parameter is larger than the default value, the intersection of the curve with the origin is fixed while the value of the acquired parameter is fixed. If the slope is increased and smaller than the default value, the slope of each curve is reduced while fixing the intersection with the origin.
[0076]
Next, the CPU 2 calculates a deceleration amount corresponding to the current speed (150 km / h) based on the re-created curve. As a result, as shown in FIG. 6, a value of the deceleration amount “0.6” is obtained.
[0077]
In the inertia deceleration table IDT, a plurality of types (seven types in this embodiment) are stored in the program ROM 3, and in the process of S8, the inertia deceleration table IDT corresponds to the vehicle type selected by the vehicle type selection switch 21 (see FIG. 2). The corresponding inertial deceleration table IDT is selected and used.
[0078]
After the acceleration (deceleration) amount is calculated by the processing of S5, S7, or S8, the calculated acceleration (deceleration) amount is added (subtracted) to the current speed (S9), and the process proceeds to S10. Thereby, the value of the current speed is updated to a value reflecting the result of each processing of S5, S7 or S8.
[0079]
In the process of S10, a skid sound process is performed. This skid sound processing (S10) is processing for generating skid sound (vibration sound generated when the tire slides on the ground). This skid sound is generated by a model to produce an acoustic atmosphere. It is generated when a predetermined condition is satisfied, such as when the car C makes a sharp turn or suddenly accelerates or decelerates.
[0080]
The predetermined conditions for generating the skid sound include, for example, the current speed and the acceleration (deceleration) amount of the model car C calculated based on the control signal (throttle information, steering information) received from the transmitter P. This is the case where the value of a part or all of the steering angle is equal to or more than a predetermined value or equal to or less than a predetermined value. (1) When the current speed is equal to or more than a predetermined value (for example, 100 km / h) and the acceleration amount is equal to or more than a predetermined value (for example, the acceleration amount is “3”). (2) When the current speed is equal to or more than a predetermined value (for example, 100 km / h) and the deceleration amount is equal to or more than a predetermined value (for example, the deceleration amount is “2”). (3) When the current speed is equal to or more than a predetermined value (for example, 100 km / h) and the steering angle is equal to or more than a predetermined value (for example, 60% of the maximum steering angle). (4) When the value obtained by multiplying the current speed and the acceleration (deceleration) amount is equal to or more than a predetermined value. (5) When the value obtained by multiplying the current speed and the steering angle is equal to or larger than a predetermined value. (6) When one or both of the acceleration (deceleration) amount and the steering angle have exceeded a predetermined value. (7) When these ((1) to (6)) are combined.
[0081]
In the processing of S11, the value of the current speed updated by the processing of S9 described above is converted into a rotation speed (virtual engine rotation speed). The conversion of the current speed into the rotation speed is performed by operating the gear ratio adjustment knob 26, the maximum rotation speed adjustment knob 27, and the idling rotation speed adjustment knob 28 with the values (adjustment values) of the parameters and the rotation speed table RT. (S11). Here, a conversion method for converting the current speed into the rotation speed will be described with reference to FIG.
[0082]
FIG. 7 is a diagram schematically showing the contents of the rotation speed table RT. The rotation speed table RT is a numerical value table that is referred to when the current speed value is converted into the rotation speed value, and defines a correspondence between the speed and the rotation speed.
[0083]
Note that a plurality of types (seven types in the present embodiment) of the rotation speed table RT are stored in the program ROM 3, and in the process of S <b> 11, the number corresponds to the vehicle type selected by the vehicle type selection switch 21 (see FIG. 2). Is selected and used.
[0084]
In the present embodiment, an example in which a vehicle type equipped with a three-speed transmission is selected by the vehicle type selection switch 21 will be described. This vehicle model has two different curves (numerical tables for acceleration and deceleration). In FIG. 7, the curve referred to during acceleration is shown by a solid line, and the curve referred to during deceleration is shown by a broken line. I have.
[0085]
A conversion method for converting the current speed into the number of rotations using the rotation number table RT will be described. Here, for example, a case where the current speed updated by the process of S9 is 150 km / h will be described as an example.
[0086]
When converting the current speed to the number of revolutions, the CPU 2 first checks the operation states of the gear ratio adjustment knob 26, the maximum number of revolutions adjustment knob 27, and the idling number of revolutions adjustment knob 28, respectively. Acquire the values of the parameters input by the operation. Then, when the acquired values of the parameters are different from the default values, the respective curves of the rotation speed table RT are re-created according to the values of the parameters.
[0087]
Specifically, first, the value of the rotation speed at the current speed “0” (ie, the idling rotation speed) is set according to the value of the parameter input by operating the idling rotation speed knob 28. For example, when the default idling rotation speed is 700 rotations / minute and the value of the input parameter is larger than the default value, the value of the idling rotation speed is set to a higher rotation speed (for example, 800 rotations / minute). ), And when the value of the input parameter is smaller than the default value, the value of the idling rotation speed is set to a lower rotation speed (for example, 600 rotations / minute). Thus, the low-speed end point (the left end in FIG. 7) of each curve is moved up and down.
[0088]
Next, according to the value of the parameter input by operating the maximum rotation speed adjustment knob 27, the value of the maximum rotation speed (that is, the rotation speed at the time of the gear shift and the rotation speed at the maximum speed) is set. For example, when the default maximum rotation speed is 11000 rotations / minute and the value of the input parameter is larger than the default value, the value of the maximum rotation speed is set to a higher rotation speed (for example, 12000 rotations / minute). ), And when the value of the input parameter is smaller than the default value, the value of the maximum rotation speed is set to a lower rotation speed (for example, 10,000 rotations / minute). This causes each curve to expand and contract.
[0089]
Further, the gear shift timing is set according to the value of the parameter input by operating the gear ratio adjustment knob 26. For example, when the default shift timing at the time of acceleration is approximately 40 km / h (shift-up timing from the first speed to the second speed) and approximately 100 km / h (shift-up timing from the second speed to the third speed), the input parameter Is larger than the default value, the shift-up timing is shifted to the right in FIG. 7, that is, to the high speed side (for example, approximately 60 km / h and approximately 120 km / h), and the value of the input parameter is changed to the default value. If it is smaller, the shift-up timing is shifted to the left in FIG. 7, that is, to the lower speed side (for example, approximately 20 km / h and approximately 80 km / h). As a result, each curve shape is compressed and expanded right and left while the peak position of each curve moves right and left.
[0090]
Next, the CPU 2 confirms whether the throttle information indicates acceleration or deceleration based on the processing result of S5, S7 or S8. As a result, for example, when acceleration is instructed, a curve L3 indicating acceleration is specified from each of the re-created curves, and the rotation speed corresponding to the current speed (150 km / h) is determined based on the curve L3. Is calculated. As a result, as shown in FIG. 7, a value of the rotation speed “10200” rotations / minute is obtained.
[0091]
Returning to the flowchart shown in FIG. In the processing of S12, the pitch (pitch) of the pseudo sound emitted from the speaker 12 is calculated based on the value of the rotation speed converted in the processing of S11 and the pitch table PT. Here, a calculation method for calculating the pitch value will be described with reference to FIG.
[0092]
FIG. 8 is a diagram schematically showing the contents of the pitch table PT. The pitch table PT is a numerical table that is referred to when calculating a pitch value, and defines a correspondence between the number of rotations and the pitch.
[0093]
A plurality of types (seven types in this embodiment) of the pitch table PT are stored in the program ROM 3, and in the process of S12, the pitch table PT corresponds to the vehicle type selected by the vehicle type selection switch 21 (see FIG. 2). The pitch table PT is selected and used. In FIG. 8, the curve (the curve corresponding to the vehicle type selected by the vehicle type selection switch 21) referred to in the process of S12 is illustrated by a solid line, and the curves of the other two vehicle types are shown for reference. It is illustrated by dashed lines.
[0094]
A calculation method for calculating the pitch value using the pitch table PT will be described. When calculating the pitch value, the CPU 2 first checks the operation states of the maximum rotation speed adjustment knob 27 and the idling rotation speed adjustment knob 28, respectively, and the values of the parameters input by operating these knobs 27 and 28. Respectively. Then, when the acquired value of each parameter is different from the default value, the curve of the pitch table PT is re-created according to the value of each parameter.
[0095]
Specifically, first, the position of the left end point of the curve (that is, the point corresponding to the idling speed) is set according to the value of the parameter input by operating the idling speed knob 28. For example, when the default idling rotation speed is 700 rotations / minute and the value of the input parameter is larger than the default value, the left end point of the curve is on the higher rotation speed side (for example, 800 rotations / minute). When the value of the input parameter is smaller than the default value, the left end point of the curve is moved in parallel to a lower rotation speed side (for example, 600 rotations / minute).
[0096]
Next, the position of the right end point of the curve (that is, the point corresponding to the maximum rotation speed) is set according to the value of the parameter input by operating the maximum rotation speed adjustment knob 27. For example, when the default maximum rotation speed is 11000 rotations / minute and the value of the input parameter is larger than the default value, the right end point of the curve is on the higher rotation speed side (for example, 12000 rotations / minute). ), And when the value of the input parameter is smaller than the default value, the right end point of the curve is moved in parallel to a lower rotation speed side (for example, 10,000 rotations / minute).
[0097]
Next, based on the re-created straight line L4, the CPU 2 calculates a pitch value corresponding to the value of the rotation speed (for example, 10200 rotations / minute) converted by the processing of S11. As a result, as shown in FIG. 8, a value of the pitch Pt1 is obtained. The acquired value (pitch Pt1) is temporarily written in the RAM 4, and is output to the sound chip 8 as pitch control data in the process of S15 described later.
[0098]
Returning to the flowchart shown in FIG. In the processing of S13, the level of the pseudo sound emitted from the speaker 12 (relative volume level) is calculated based on the value of the rotation speed converted by the processing of S11 and the level table LT. Note that the relative volume level is different from the value of the volume volume 29 (see FIG. 2) referred to in the audio circuit 11 (see FIG. 1), and means the volume level of the pseudo sound synthesized by the sound chip 8.
[0099]
Here, a calculation method for calculating the level value will be described with reference to FIG. FIG. 9 is a diagram schematically showing the contents of the level table LT. The level table LT is a numerical table that is referred to when calculating the value of the level, and defines the correspondence between the number of rotations and the level.
[0100]
Note that a plurality of types (seven types in this embodiment) of the level table LT are stored in the program ROM 3, and in the process of S13, the level table LT corresponds to the vehicle type selected by the vehicle type selection switch 21 (see FIG. 2). The level table LT is selected and used. In FIG. 9, the curve (the curve corresponding to the vehicle type selected by the vehicle type selection switch 21) referred to in the process of S13 is shown by a solid line, and the curves of the other two vehicle types are shown for reference. It is illustrated by dashed lines.
[0101]
A calculation method for calculating a level value using the level table LT will be described. When calculating the value of the level, the CPU 2 first checks the operation states of the maximum rotation speed adjustment knob 27 and the idling rotation speed adjustment knob 28, and the value of the parameter input by operating each of these knobs 27 and 28. Respectively. Then, when the acquired value of each parameter is different from the default value, the curve of the level table LT is re-created according to the value of each parameter.
[0102]
Specifically, the position of the left end point of the curve (that is, the point corresponding to the idling speed) is set according to the value of the parameter input by operating the idling speed knob 28, and the maximum speed adjusting knob 27 is set. The position of the right end point of the curve (that is, the point corresponding to the maximum number of revolutions) is set in accordance with the value of the parameter input by the above operation. Since this is the same as the case described above, details thereof are omitted.
[0103]
Next, based on the re-created straight line L5, the CPU 2 calculates a level value corresponding to the value of the rotation speed (for example, 10200 rotations / minute) converted by the process of S11. As a result, as shown in FIG. 9, a value of level Lv1 is obtained. The acquired value (level Lv1) is temporarily written to the RAM 4, and is output to the sound chip 8 as relative volume level control data in the process of S15 described later.
[0104]
Returning to the flowchart shown in FIG. In the process of S14, a filter value (ie, a value for controlling a cutoff frequency of the filter) for passing the pseudo sound is calculated based on the value of the rotation speed converted by the process of S11 and the filter table FT. You. Here, a calculation method for calculating the filter value will be described with reference to FIG.
[0105]
FIG. 10 is a diagram schematically showing the contents of the filter table FT. The filter table FT is a numerical table that is referred to when calculating a filter value, and defines a correspondence relationship between the rotation speed and the filter value.
[0106]
Note that a plurality of types (seven types in this embodiment) of the filter table FT are stored in the program ROM 3, and in the process of S14, the type corresponds to the vehicle type selected by the vehicle type selection switch 21 (see FIG. 2). The filter table FT is selected and used. In FIG. 10, the curve (the curve corresponding to the vehicle type selected by the vehicle type selection switch 21) referred to in the process of S14 is shown by a solid line, and the curves of the other two types are shown for reference. It is illustrated by dashed lines.
[0107]
A calculation method for calculating a filter value using the filter table FT will be described. When calculating the filter value, the CPU 2 first checks the operation states of the maximum rotation speed adjustment knob 27 and the idling rotation speed adjustment knob 28, and determines the values of the parameters input by operating these knobs 27 and 28, respectively. Get each. Then, when the acquired values of the parameters are different from the default values, the curve of the filter table FT is re-created according to the values of the parameters.
[0108]
Specifically, the position of the left end point of the curve (that is, the point corresponding to the idling speed) is set according to the value of the parameter input by operating the idling speed knob 28, and the maximum speed adjusting knob 27 is set. The position of the right end point of the curve (that is, the point corresponding to the maximum number of revolutions) is set in accordance with the value of the parameter input by the above operation. Since this is the same as the case described above, details thereof are omitted.
[0109]
Next, based on the re-created straight line L6, the CPU 2 calculates a filter value corresponding to the value of the rotation speed (for example, 10200 rotations / minute) converted by the process of S11. As a result, as shown in FIG. 10, a value called a filter value F1 is obtained. The obtained value (filter value F1) is temporarily written in the RAM 4, and is output to the sound chip 8 as filter control data of the DSP 9 in the processing of S15 described later.
[0110]
Returning to the flowchart shown in FIG. After calculating the pitch value, the level value, and the filter value by the respective processes of S12 to S14, these values are output to the sound chip 8 as pitch control data, relative volume level control data, and filter control data (S15). ), And terminates the main processing. Note that, as described above, since the main process is a process repeatedly executed at predetermined time intervals, after a predetermined remaining time has elapsed, the processes after S1 are repeatedly executed.
[0111]
The sound chip 8 reads the pseudo sound waveform data from the sound data ROM 9 based on the input control data, synthesizes the data, and converts the data into an acoustic signal. In this embodiment, the pitch of the acoustic signal is adjusted by changing the reading speed of the pseudo sound waveform data based on the pitch control data. However, the present invention is not necessarily limited to this. The pseudo sound waveform data for each pitch may be stored in the ROM 9, and the pseudo sound waveform data corresponding to the pitch control data may be read out of the data to adjust the pitch of the acoustic signal.
[0112]
The sound chip 8 outputs the converted sound signal to the DSP 10 together with the filter control data. The DSP 10 adds (filters) a sound effect to the sound signal based on the filter control data, and outputs the sound signal to the audio circuit 11. The audio circuit 11 converts the acoustic signal from a digital signal to an analog signal, amplifies the sound signal to a volume according to the setting of the volume control 29, and outputs the amplified signal to the speaker 12. As a result, a pseudo sound is emitted from the speaker 12.
[0113]
As described above, the present invention has been described based on the embodiments. However, the present invention is not limited to the above embodiments, and it is easily understood that various improvements and modifications can be made without departing from the spirit of the present invention. It can be inferred.
[0114]
For example, in the pseudo-sound generating device 1 of the present embodiment, the adjustment / control user interface 14, the various display devices 15, and the speaker 12 are integrally formed with the main body 1a. Naturally, it is possible to configure each part or all as a separate body.
[0115]
According to the first aspect of the present invention, the pseudo-sound generating apparatus includes parameter setting means for setting a parameter for controlling a musical tone from the received control signal, and the pseudo-sound generating means includes a parameter for setting the parameter. Since a pseudo sound can be generated in accordance with the value and the pseudo sound data, there is an effect that a pseudo sound suitable for the traveling mode of the traveling device can be generated and emitted. As a result, it is possible to suppress a sense of incongruity of the operator caused by a mismatch between the generation state of the pseudo sound heard by the operator and the traveling state of the traveling device visually recognized.
[0116]
Further, according to this pseudo sound generation device, pseudo sound data corresponding to a plurality of types of traveling devices is stored in the storage means, and one of the plurality of types of traveling devices is selected by the pseudo sound selection device. Since it is configured to be possible, there is an effect that the type of the pseudo sound to be emitted can be appropriately changed by the operator or the like.
[0117]
For example, when the type of the pseudo sound is appropriately matched to the vehicle type of the traveling device (for example, a racing car or a truck) or the like, the pseudo sound to be heard is matched with the traveling mode of the visually recognized traveling device. As a result, it is possible to further suppress the sense of discomfort of the operator, and it is possible to provide the operator with a fresh interest by making a plurality of pseudo sounds selectable.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an electrical configuration of a pseudo sound generating device according to an embodiment of the present invention.
FIG. 2A is a front view of a pseudo-sound generator, and FIG. 2B is a partially enlarged view illustrating an operation panel of the pseudo-sound generator in an enlarged manner.
FIG. 3 is a flowchart illustrating a main process.
FIG. 4 is a diagram schematically showing the contents of an acceleration table.
FIG. 5 is a diagram schematically showing the contents of a brake deceleration table.
FIG. 6 is a diagram schematically showing the contents of an inertial deceleration table.
FIG. 7 is a diagram schematically showing the contents of a rotation speed table.
FIG. 8 is a diagram schematically showing the contents of a pitch table.
FIG. 9 is a diagram schematically showing the contents of a level table.
FIG. 10 is a diagram schematically showing the contents of a filter table.
[Explanation of symbols]
1 Simulated sound generator
2 CPU (part of pseudo sound generation means)
7 Antenna (antenna means)
8. Sound chip (part of pseudo sound generation means)
9 Sound data ROM (storage means)
10 DSP (part of pseudo sound generation means)
12 speakers (sound emitting means)
14. Adjustment / control user interface (pseudo sound selection means, parameter selection means)
21 Model selection switch (pseudo sound selection means)
22 Acceleration adjustment knob (part of parameter selection means)
23 Deceleration adjustment knob (part of parameter selection means)
24 Brake deceleration adjustment knob (part of parameter selection means)
25 Inertial deceleration adjustment knob (part of parameter selection means)
26 Gear ratio adjustment knob (part of parameter selection means)
27 Maximum rotation speed adjustment knob (part of parameter selection means)
28 Idling speed adjustment knob (part of parameter selection means)
P transmitter
C Model car (traveling device)

Claims (1)

Antenna means for receiving a control signal transmitted from a transmitter to control the traveling device, pseudo sound generation means for generating a pseudo sound based on the control signal received by the antenna means, and pseudo sound generation means A sound emitting means for emitting the pseudo sound generated by
Storage means for storing pseudo sound data corresponding to a plurality of types of traveling devices for generating a pseudo sound based on the control signal received by the antenna means,
Pseudo sound selecting means for selecting one type from the plurality of types of traveling devices;
Parameter setting means for setting parameters for controlling the tone from the received control signal,
The pseudo-sound generating means is configured to generate a pseudo-sound in accordance with the pseudo-sound data selected by the pseudo-sound selecting means and the parameter set by the parameter setting means. Generator.

Images