JP2007256841A - Sound effect generating device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a sound effect generating device for a vehicle, capable of generating sound effect according to running environment of the vehicle. <P>SOLUTION: A control means 201 changes gains used for control signals Sc(Sc2 to Sc4), based on a road information signal Rs for indicating the running environment of the vehicle, a shift position signal Sp and an attenuation characteristic signal Sa. Thereby, more desirable sound effect is generated according to the running environment of the vehicle. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a vehicle sound effect generating device that generates sound effects in a vehicle based on sound source information including information on a running state of a vehicle or an operating state of an engine.

  2. Description of the Related Art Conventionally, a vehicle sound effect generating device that detects an acceleration / deceleration operation by a driver and generates a sound effect corresponding to the amount of acceleration / deceleration in a vehicle interior through a vehicle interior speaker has been proposed (Patent Documents 1 and 2). Patent Document 3).

  In these sound effect generators, for example, when the speed of the vehicle or the engine speed increases or the engine sound increases according to the acceleration operation, the frequency or engine speed increases or the engine sound increases at a high frequency. A loud sound effect is generated from the speaker to enhance the production effect in the passenger compartment.

JP 54-8027 A (FIG. 1) JP-T-4-504916 (Fig. 1) US Pat. No. 5,371,802

  These sound effect generators focus only on the vehicle running state or engine operating state such as the vehicle speed, engine speed, and engine sound, and the vehicle running environment, for example, the type of road on which the vehicle is running, We did not pay attention to the surrounding environment, the shift position of the transmission, and the setting state of the damping characteristics of the suspension.

  However, the sound effect preferred by the driver or passenger may differ depending on the type of road on which the vehicle is traveling and the surrounding environment. For example, compared to urban roads, sporty sound effects are often preferred on circuits, railroads, and automobile roads (including highways). However, conventional sound effect generators for vehicles have not been able to change the sound effect according to the type of road or the surrounding environment of the road.

  Further, even when the vehicle running state and the engine operating state are the same, there are situations where it is preferable to change the sound effect according to the shift position of the transmission. For example, even if the speed and acceleration of the vehicle are the same, a configuration in which the sound effect of the low gear is larger than that of the high gear may be preferable. However, the conventional vehicle sound effect generator cannot change the sound effect according to the shift position.

  Further, some recent vehicles can automatically or manually switch the damping characteristics of the suspension damper. For example, in a vehicle for manually switching the damping characteristic, a normal mode in which the damping force is set to be small for normal driving and a sports driving mode in which the damping force is set to be large for sports driving can be switched by the driver's operation. However, the conventional sound effect generator for a vehicle cannot change the sound effect according to the damping characteristic of the damper.

  The present invention has been made in consideration of the above-described problems, and an object of the present invention is to provide a vehicle sound effect generator that can generate sound effects according to the traveling environment of the vehicle.

  In this section, for ease of understanding, reference numerals in the attached drawings are used for explanation. The contents described in this section should not be construed as being limited to those given the reference numerals.

  The vehicle sound effect generating device (101, 101A, 101B, 101C, 101D) according to the present invention has a sound effect based on sound source information (fe, v, Ms) including information on a vehicle running state or an engine operating state. A sound source information detecting means (23, 30, 34) for detecting the sound source information, and a control signal (Sc) for generating a sound effect based on the sound source information. A means (201), an output means (14) for outputting the control signal as a sound effect, and a travel environment signal (Rs, Sp, Sa) indicating a travel environment of the vehicle, and outputting to the control means Environmental signal generation means (80, 90, 92). Here, the control means (201) changes the output characteristic of the control signal based on the traveling environment signal.

  The traveling environment of the vehicle includes the type of road on which the vehicle is traveling, the surrounding environment of the road, and settings of on-vehicle devices related to the traveling of the vehicle, for example, settings of transmission and suspension.

  The output characteristics of the control signal may include characteristics such as the gain used for the control signal, the control frequency range of the control signal, the order of the control signal, and the time constant of the control signal.

  According to this invention, the output characteristic of the control signal (Sc) for generating the sound effect can be changed based on the traveling environment of the vehicle. Therefore, it is possible to generate a more preferable sound effect according to the traveling environment of the vehicle.

  Further, the vehicle sound effect generating device (101, 101A, 101B, 101C, 101D) according to the present invention is based on sound source information (fe, v, Ms) including information on the running state of the vehicle or the operating state of the engine. Sound source information generating means (23, 30, 34) for detecting the sound source information and control means for generating a control signal for generating the sound effect based on the sound source information. (201), output means (14) for outputting the control signal as a sound effect, current position determination means (80) for determining the current position of the vehicle, and at least one of a road type and a surrounding environment of the road Road information storage means (84) for storing road information including the above information. Here, the control means changes the output characteristic of the control signal based on the road information corresponding to the current position.

  For output characteristics of the control signal, characteristics such as a gain used for the control signal, a control frequency range of the control signal, an order of the control signal, a time constant of the control signal, and the like can be used.

  According to this invention, the output characteristic of the control signal (Sc) can be changed based on the road information corresponding to the current position of the vehicle. Therefore, it is possible to generate a more preferable sound effect according to the type of road on which the vehicle is traveling and the surrounding environment of the road.

  In this invention, it is preferable that the road information indicates that the road is any one of a circuit road, a roadway, a highway, a motorway other than a highway, a general road, and a city road. As a result, it is possible to appropriately determine the situation in which the output characteristics should be changed.

  In the present invention, the road information storage means (84) includes coefficient information of the output characteristics corresponding to the road information, and the control means changes the output characteristics based on the coefficient information. Thereby, an output characteristic can be changed easily and rapidly.

  The vehicle sound effect generating device (101, 101A, 101B, 101C, 101D) according to the present invention has a sound effect based on sound source information (fe, v, Ms) including information on a vehicle running state or an engine operating state. A sound source information detecting means (23, 30, 34) for detecting the sound source information, and a control signal (Sc) for generating a sound effect based on the sound source information. Means (201), output means (14) for outputting the control signal as a sound effect, and setting state signals (Sp, Sa) indicating a setting state of at least one of a shift position of the transmission and a damping characteristic of the suspension are generated. And setting state signal generating means (90, 92) for outputting to the control means. Here, the control means changes the output characteristic of the control signal based on the setting state signal.

  For output characteristics of the control signal, characteristics such as a gain used for the control signal, a control frequency range of the control signal, an order of the control signal, a time constant of the control signal, and the like can be used.

  According to this invention, the sound effect can be changed according to the shift position of the transmission and the damping characteristic of the suspension. Accordingly, it is possible to generate a more preferable sound effect according to the shift position of the transmission and the damping characteristic of the suspension.

  In the present invention, the transmission may be either a manual transmission (MT) or an automatic transmission (AT).

  When the transmission is an AT, the transmission includes an automatic shift change mode in which a shift change is automatically performed and a manual shift change mode in which the shift change is manually performed, and the automatic shift according to the shift position. A change mode and the manual shift change mode are switched, and the control means can switch the output characteristics in accordance with the automatic shift change mode and the manual shift change mode.

  Thereby, the sound effect in the vehicle equipped with AT (AT vehicle) can be changed only by selecting the shift position. In general, a driver of an AT vehicle having the both shift change modes selects the automatic shift change mode during normal running and the manual shift change mode during sports running. Further, it is preferable to set different sound effects during normal driving and sound effects during sports driving. For this reason, a more preferable sound effect can be generated only by changing the shift position.

  In the above, the output characteristic is a gain used for the control signal, and the control means has the gain when the transmission is in the manual shift change mode rather than the gain when the transmission is in the automatic shift change mode. Can be set high.

  Thereby, the magnitude of the sound effect in the AT vehicle can be changed only by selecting the shift position. In general, a driver of an AT vehicle having the both shift change modes selects the automatic shift change mode during normal running and the manual shift change mode during sports running. In addition, it is preferable to increase the sound effect during sports running compared to normal running. For this reason, a more preferable sound effect can be generated only by changing the shift position.

  In the above, in automatic shift change mode, the structure which does not generate a sound effect is also possible. In this case, whether or not sound effects are generated can be determined only by selecting the shift position. As described above, in general, a driver of an AT vehicle having both shift change modes selects the automatic shift change mode during normal travel and selects the manual shift change mode during sports travel. In many cases, sound effects are required during sports running. For this reason, the said request | requirement can be satisfied efficiently at the time of the sport driving | running in which generation | occurrence | production of a sound effect is requested | required.

  In the present invention, it is preferable that the sound source information includes information on at least one of engine rotation frequency, speed of the vehicle, and engine sound obtained via a microphone.

  In the present invention, the control means changes the output characteristics in accordance with at least one of an engine rotation frequency, a change amount of the rotation frequency per unit time, an acceleration of the vehicle, and a load applied to the vehicle. Is preferred.

  According to this invention, the output characteristic of the control signal for generating the sound effect can be changed based on the traveling environment of the vehicle. Therefore, it is possible to generate a more preferable sound effect according to the traveling environment of the vehicle.

  Embodiments of the present invention will be described below with reference to the drawings.

[1. Outline of sound effect generation mechanism]
FIG. 1 is a block diagram showing a configuration of a vehicle sound effect generating apparatus 101 according to an embodiment of the present invention.

  This vehicle sound effect generating device 101 generates sound effects according to the rotational frequency of an engine (not shown) in the vehicle to enhance the effect of driving. The outline of the mechanism for generating this sound effect is as follows.

  That is, the frequency (engine rotation frequency fe) [Hz] of the engine pulse Ep obtained from a sensor such as a Hall element is detected by the frequency detector 23 such as a frequency counter every time the output shaft of the engine rotates. Next, a multiplier 26 as a frequency converter generates a harmonic signal Sh that is a higher frequency signal based on the engine rotation frequency fe detected by the frequency detector 23. Next, the reference signal generation means 18 generates a reference signal Sr based on the harmonic signal Sh and the waveform data stored in the waveform data table 16. The control means 201 generates a control signal Sc (Sc1 to Sc5) based on the reference signal Sr. The control signal Sc is converted into an analog signal by a digital / analog converter (D / A converter) 22 to generate a control signal Sd. A sound effect based on the control signal Sd is output from the speaker 14. Although not shown, an output amplifier is inserted between the D / A converter 22 and the speaker 14 so that the passenger can change the gain.

  In this embodiment, the frequency change amount calculator 68 calculates the change amount Δaf [Hz / second] per unit time of the engine rotation frequency fe. The change amount Δaf is output to the control unit 201 and used for processing when the control signal Sc1 is converted into the control signal Sc2.

  Furthermore, in this embodiment, the car navigation system 80 provided with the control means 82 and the road information table 84 which memorize | stored the road information corresponding to a positional information is provided. In the car navigation system 80, a road information signal Rs (traveling environment signal) relating to road information corresponding to position information (coordinate information) acquired via an antenna (not shown) is generated and output to the control means 201. The road information signal Rs output to the control unit 201 is used for processing when the control signal Sc2 is converted into the control signal Sc3.

  In addition, in the present embodiment, a shift position of the shift lever is detected by a shift lever sensor 90 connected to a shift lever (not shown), and a shift position signal Sp (running environment signal, setting state signal) indicating the shift position is detected. ) Is generated. This shift position signal Sp is output to the control means 201 and used for processing when the control signal Sc3 is converted into the control signal Sc4.

  In this embodiment, the damping characteristic of the damper (not shown) is set by the damping characteristic setting switch 92 provided on the front panel (not shown), and the damping characteristic signal Sa (traveling environment signal) indicating this damping characteristic is set. , A setting state signal) is generated. This attenuation characteristic signal Sa is output to the control means 201 and used for processing when the control signal Sc4 is converted into the control signal Sc5.

  The frequency detector 23, the multiplier 26, the reference signal generator 18, the waveform data table 16, the controller 201, the frequency change calculator 68, the car navigation system 80, the shift lever sensor 90, and the attenuation characteristic setting switch 92 are integrated control. An ECU (electric control unit) 121 is configured as means.

  The speaker 14 is for letting the occupant at the occupant position 29 such as a driver's seat and a passenger seat hear sound, and the front door inner panel on both sides or the kick panel on both sides (the door of the driver's leg space). It is fixedly arranged on the inner side. In some cases, it is arranged at the lower center of the dashboard.

[2. Harmonic signal Sh (multiplier 26)]
As described above, the multiplier 26 generates the harmonic signal Sh that is a higher frequency signal based on the engine rotation frequency fe detected by the frequency detector 23. Specifically, the engine rotation frequency fe is set to the fundamental order frequency, and the harmonic signal Sh of the n-th order (for example, sixth order) frequency nfe (for example, 6fe) of the fundamental order frequency is generated. The multiple by the multiplier 26 may be an integer multiple such as 2, 3, 4, 5, 6,..., Or a real multiple such as 2.5, 3.3.

  In the present embodiment, one multiplier 26 is connected in series with the frequency detector 23. A plurality of multipliers 26 may be provided in parallel to output harmonic signals Sh of different orders (for example, 4th order, 5th order and 6th order). A configuration without the multiplier 26 is also possible.

[3. Reference signal Sr (reference signal generating means 18 and waveform data table 16)]
As described above, the reference signal generation unit 18 generates the reference signal Sr based on the harmonic signal Sh and the waveform data stored in the waveform data table 16.

  Here, the method of generating the reference signal Sr will be described. The waveform data table 16 described above is stored in a predetermined memory.

  As schematically shown in FIG. 2A and FIG. 2B, the waveform data table 16 shows each instant when the waveform for one cycle of the sine wave is equally divided by a predetermined number (N) in the time axis direction (= phase axis direction). Each instantaneous value data is stored as waveform data for each address so as to represent a value. The address (i) is an integer from 0 to N−1 (i = 0, 1, 2,..., N−1), and the alphabet A described in FIG. 2A and FIG. It is a positive real number. Accordingly, the waveform data at the address i is calculated by Asin (360 ° × i / N). In other words, a sine wave of one cycle is sampled by dividing it into N in the time direction, each sampling point is sequentially set as an address of the memory, and data obtained by quantizing the instantaneous value of the sine wave at each sampling point is used as waveform data. , Stored at the address location of the corresponding memory.

  The reference signal generation means 18 reads the waveform data from the waveform data table 16 by changing the read address cycle in accordance with the cycle of the input harmonic signal Sh, thereby obtaining a sine wave having a frequency corresponding to the harmonic signal Sh. A reference signal Sr which is a signal is generated.

  When a plurality of multipliers 26 are provided and a plurality of harmonic signals Sh having different frequencies are generated, a plurality of reference signals Sr are generated by a configuration in which a plurality of reference signal generation means 18 are provided.

[4. Control signal Sc (Sc1 to Sc5), change amount Δaf, road information signal Rs, shift position signal Sp and attenuation characteristic signal Sa (control means 201, frequency change amount calculator 68, car navigation system 80, shift lever sensor 90, and attenuation About characteristic setting switch 92)]
As shown in FIG. 1, the control means 201 that acoustically changes the reference signal Sr and outputs the control signal Sc (Sc5) includes a sound field adjuster 51, a first sound pressure adjuster 71, and a sound correction means, respectively. A second sound pressure adjuster 72, a third sound pressure adjuster 73, and a fourth sound pressure adjuster 74 are provided. The sound field adjuster 51 performs “sound field adjustment processing” (also referred to as “flattening processing”), “frequency enhancement processing”, and “order adjustment processing” described later. The first sound pressure adjuster 71, the second sound pressure adjuster 72, the third sound pressure adjuster 73, and the fourth sound pressure adjuster 74 are “first sound pressure adjustment process” and “second sound pressure adjustment” which will be described later. "Process", "Third sound pressure adjustment process", and "Fourth sound pressure adjustment process" are performed.

(1) Sound field adjustment processing (flattening processing)
In the vehicle interior, which is a sound field, there are different acoustic characteristics (also referred to as sound field characteristics, frequency transfer characteristics, or gain characteristics) for each location, and the frequency is easy to hear depending on the occupant position, for example, the driver's seat and the rear seat. There are frequencies that are difficult to hear. That is, it is known that there is a peak or a dip in the acoustic characteristic between the speaker position and the occupant position as in the gain characteristic 39 shown in FIG.

  Therefore, even if the frequency of the sound effect generated from the speaker is increased linearly (linearly) in response to acceleration and the volume is increased, the sound effect is processed at the passenger's ear according to the acoustic characteristics. The feeling of linearity disappears, the feeling of breathing occurs, and the merchantability is worsening.

  A process for generating a linear feeling in the acoustic characteristics in consideration of this point is a sound field adjustment process (flattening process). This sound field adjustment processing is performed as follows using the sound field adjuster 51.

  The sound field adjuster 51 has a function as a filter, and the gain characteristic of the filter (the horizontal axis is the engine rotation frequency and the vertical axis is the gain) depends on the frequency of the reference signal Sr from the speaker 14 to the passenger position 29. Thus, the gain characteristic C00 (FIG. 4A) that changes is changed to a gain characteristic (inverted gain characteristic) Ci00 (FIG. 4B).

  The inversion gain characteristic is a characteristic that increases the output signal of the frequency that is a dip that is difficult to be transmitted acoustically, and decreases the output signal of the frequency that is a peak that is easily transmitted acoustically, When expressed by an expression (transfer function), Ci00 = B / C00 (B is a reference value).

  Here, it is assumed that the gain of each of the first sound pressure adjuster 71, the second sound pressure adjuster 72, the third sound pressure adjuster 73, and the fourth sound pressure adjuster 74 is 1, that is, 0 [dB]. Then, in the vehicle sound effect generating apparatus 101, when the reference signal Sr with a constant amplitude from 30 [Hz] to 970 [Hz] is generated by the reference signal generating means 18, the passenger field 29 has the sound field adjuster 51. The inversion gain characteristic Ci00 for correction and the gain characteristic C00 of the sound field are multiplied to obtain a gain characteristic in which sound having a flat sound pressure with respect to the engine rotation frequency can be heard, as indicated by the gain characteristic C1 in FIG. 4C.

  Accordingly, when the period of the engine pulse Ep changes or is held at a constant value according to the acceleration operation, the deceleration operation, and the constant speed holding operation by the occupant, a multiple of the engine rotation frequency fe detected by the frequency detector 23. For a harmonic signal Sh having an n-order harmonic frequency nfe (for example, 6th-harmonic frequency 6fe) by the generator 26, the frequency increases, decreases, or is held at a constant frequency in substantially real time. A wave reference signal Sr is generated by the reference signal generation means 18.

  Then, like the gain characteristic 40 shown in FIG. 3, the reference signal Sr is converted into a control signal Sc (Sc1) corrected by the inversion gain characteristic Ci00 of the sound field adjuster 51. The gain of each of the first sound pressure adjuster 71, the second sound pressure adjuster 72, the third sound pressure adjuster 73, and the fourth sound pressure adjuster 74 is 0 [dB] with respect to the frequency change, that is, so-called flat. Then, at the occupant position 29, it is possible to prevent the sound effect output from the speaker 14 from fluctuating according to the frequency at the occupant position 29 due to the gain characteristic C00 in the passenger compartment. That is, the frequency characteristics are flat at the occupant position 29. For this reason, a sound effect having a linear feeling corresponding to the state of the noise source is generated at the occupant position 29 according to the engine rotational frequency fe (in this embodiment, n times the engine rotational frequency fe). be able to.

  When the gain characteristic 40 shown in FIG. 3 is obtained, the reference signal Sr or the control signal Sc1 generates a signal whose amplitude increases in proportion to the engine rotational frequency fe in order to increase the linear feeling. ing.

  As can be seen from FIG. 3, the gain characteristic 40 after correction has a linear sound pressure level [dbA] with respect to the engine rotational frequency fe as compared to the gain characteristic 39 where there is a dip and a peak with a peak before correction. You can see that it has changed.

  As described above, the sound field adjustment process (flattening process) is a process of generating an effect sound having a linear feeling at the occupant position 29 with respect to an increase in the engine rotation frequency fe, in other words, an acceleration operation.

(2) Frequency emphasis processing The frequency emphasis processing is processing that performs a so-called equalizer function that adjusts the magnitude (gain) of a predetermined range of frequencies in the reference signal Sr. The frequency enhancement process is performed as follows.

  In the sound field adjuster 51 that performs the sound field adjustment process, for example, as indicated by a solid line in FIG. 4D, a gain characteristic Ceh that increases the gain in a predetermined frequency range, for example, a 300 [Hz] to 450 [Hz] band is obtained. By connecting in series with the inverting gain characteristic Ci00, the combined gain characteristic Ci00eh has a frequency in the range of 300 [Hz] to 450 [Hz] with respect to the inverting gain characteristic Ci00 shown in FIG. 4B as shown in FIG. 4E. The gain characteristic Ci00eh is emphasized (in this example, the sound is increased).

  Note that the sound in the predetermined frequency range can be weakened (decreased) by configuring the occupant position 29 to have the gain characteristic Ceh ′ shown by the dotted line in FIG. 4D. When a plurality of multipliers 26 are provided as described above, frequency enhancement processing is performed on the output from each multiplier 26.

(3) Adjustment processing for each order The adjustment processing for each order is processing for adjusting the magnitude (gain) for each of a plurality of reference signals Sr having different orders. The order adjustment process can be used in a configuration in which a plurality of multipliers 26 are provided and a plurality of reference signals Sr are generated.

  By correcting each reference signal Sr according to its order, it is possible to generate a sound effect with a profound feeling that is desired to be produced at the occupant's ears present at the occupant position 29, and further improve the merchantability.

(4) First to Fourth Sound Pressure Adjustment Processes The first to fourth sound pressure adjustment processes are output from the speaker 14 by changing the gain Y (Y1 to Y4) used for the control signal Sc (Sc1 to Sc4). This adjusts the sound pressure level of sound effects. In the sound pressure adjustment process in the present embodiment, a first sound pressure adjustment process performed in accordance with a change amount Δaf [Hz / sec] per unit time of the engine rotation frequency fe, and a second sound performed in accordance with road information. A pressure adjustment process, a third sound pressure adjustment process performed according to the shift position, and a fourth sound pressure adjustment process performed according to the setting of the attenuation characteristic.

(A) Sound pressure adjustment processing based on the amount of change Δaf per unit time of the engine rotation frequency fe (first sound pressure adjustment processing)
For example, as in the gain characteristics 72at and 72mt shown in FIG. 5, in the first sound pressure adjustment process, the gain Y (Y1) used for the control signal Sc (Sc1) according to the change amount Δaf per unit time of the engine rotation frequency fe. ).

  The change amount Δaf is calculated by a frequency change amount calculator 68 provided in the ECU 121. The frequency change amount calculator 68 is a difference Δf () between the frequency f1 (previous frequency) and the frequency f2 (current frequency) of the preceding and following pulses in the engine pulse Ep (FIG. 6) sequentially detected by the frequency detector 23. Δf = f2−f1), and the difference Δf is multiplied by the current frequency f2 to obtain the amount of change Δaf per unit time of the engine rotation frequency fe. Δaf = Δf × f2 [Hz / sec], and Δaf is an acceleration at the engine rotation frequency fe.

  As shown in FIGS. 7 and 8, it is known that the amount of change Δaf varies depending on the speed at which the transmission enters. The change amount Δaf is large on the low gear side, and the change amount Δaf is small on the high gear side.

  In general, it is preferable that the volume of the sound effect is larger with respect to the change amount Δaf on the low gear side than on the high gear side. In addition, it is preferable that the sound effect is small during cruise traveling or deceleration where the vehicle speed is automatically maintained constant. Furthermore, it is preferable to reduce the sound effect so as not to cause an unpleasant sound at the time of flying or kicking down exceeding the change amount Δaf corresponding to the first speed full open acceleration.

  The gain characteristics 72at and 72mt in FIG. 5 indicate weighting gain characteristics that are acoustic correction characteristics set in the first sound pressure adjuster 71 based on such consideration.

  A weighting gain characteristic 72at applied to an automatic transmission vehicle (AT vehicle) having an automatic transmission is different from a weighting gain characteristic 72mt1, 72mt2 applied to a manual transmission vehicle (MT vehicle) having a manual transmission. Yes.

  In the weighting gain characteristic 72at applied to the AT vehicle, the weighting gain Y1 is set to the maximum (for example, 0 [dB]) in the first-speed full-open frequency change amount X2 (see FIG. 7), and the change amount from the first-speed full-open frequency change amount X2. As Δaf decreases, the weighting gain Y1 is gradually decreased to the fourth speed fully open frequency change amount X0 (see FIG. 7). That is, a large sound effect is obtained when accelerating on the low gear side, and a small sound effect is obtained when accelerating on the high gear side. Further, when the amount of change Δaf per unit time of the engine rotation frequency fe is in the vicinity of zero, such as during cruise traveling or deceleration, the weighting gain Y1 is set to a minimum (for example, −15 [dB]). Further, the weight gain Y1 is rapidly reduced so that an unpleasant sound is not generated in an empty overlap region (including the time of kickdown) where the change amount Δaf exceeds the first-speed full-open frequency change amount X2.

  On the other hand, in the weighting gain characteristics 72mt1 and 72mt2 applied to the MT vehicle, the first-speed full-open frequency change amount is set to the maximum (for example, 0 [dB]) in the first-speed full-open frequency change amount X3 (see FIG. 8). As the change amount Δaf becomes smaller than X3, the weighting gain Y1 is gradually reduced to the fourth speed full open frequency change amount X1 (see FIG. 8). Similar to AT vehicles, a large sound effect is produced when accelerating on the low gear side, and a small sound effect is obtained when accelerating on the high gear side. In addition, the weighting gain Y1 is minimized during cruise traveling and deceleration. Further, in the empty region (including the time of kickdown) exceeding the first-speed full-open frequency change amount X3, the weighting gain characteristic 72mt1 in which the weighting gain Y1 suddenly decreases so as not to generate unpleasant noise, or the weighting gain Y1 The weighting gain characteristic 72mt2 that does not change can be selected. Normally, the weighting gain characteristic 72mt1 is selected.

(B) Sound pressure adjustment processing based on road information (second sound pressure adjustment processing)
In the second sound pressure adjustment process, the gain Y (Y2) used for the control signal Sc (Sc2) is changed according to the road information, and the control signal Sc3 is obtained by changing the amplitude of the control signal Sc2 by the gain Y2.

  The road information is determined based on the road information signal Rs from the car navigation system 80. The procedure for the car navigation system 80 to generate and output the road information signal Rs is as follows.

  In step S1 of FIG. 9, the car navigation system 80 is turned on by a predetermined operation such as pressing a predetermined button, and the car navigation system 80 is activated.

  In step S2, the control means 82 of the car navigation system 80 acquires a GPS signal for calculating the current position coordinates of the vehicle via a GPS (Global Positioning System) antenna (not shown).

  In step S3, the control means 82 reads the road information corresponding to the vehicle current position coordinates calculated based on the GPS signal from the road information table 84 (see FIG. 10). The road information indicates that, for example, the road on which the vehicle is currently traveling is any one of a circuit road, a road, a highway, a motorway other than a highway, a general road, a city road, and other roads. Show. In the present embodiment, the road information is stored in the road information table 84 in association with the position coordinates and the road type in advance.

  In step S <b> 4, the control means 82 generates a road information signal Rs based on the read road information and outputs it to the second sound pressure adjuster 72 of the control means 201.

  FIG. 11 shows a processing flow in the second sound pressure adjuster 72 of the control means 201.

  In step S <b> 11, the second sound pressure adjuster 72 receives the road information signal Rs from the car navigation system 80. In step S12, the second sound pressure adjuster 72 obtains the road-specific control parameter b (coefficient of gain Y2) corresponding to the road information included in the road information signal Rs from the road-specific control parameter table 76 shown in FIG. To do. In step S13, the second sound pressure adjuster 72 generates the control signal Sc3 by changing the amplitude of the control signal Sc2 using the acquired road-specific control parameter b. In step S <b> 14, the second sound pressure adjuster 72 outputs the control signal Sc <b> 3 to the third sound pressure adjuster 73.

(C) Sound pressure adjustment processing based on the shift position (third sound pressure adjustment processing)
In the third sound pressure adjustment process, the gain Y (Y3) used for the control signal Sc (Sc3) is changed according to the shift position of the transmission, and the control signal Sc4 is changed by changing the amplitude of the control signal Sc3 by this gain characteristic Y3. obtain. The shift position is determined by a shift position signal Sp output from a shift lever sensor 90 connected to a shift lever (not shown).

  For example, when the amount of change Δaf per unit time of the engine rotation frequency fe is the same value, if the gain of the first speed is Y3 × c1 (c1 = 1.0), the gain of the second speed is Y3 × c2 (c2 = 0.9) The third speed gain is Y3 × c3 (c3 = 0.8), and the fourth speed gain is Y3 × c4 (c4 = 0.7).

  The values of the coefficients c1 to c4 can be changed according to the change amount Δaf without being fixed according to the shift position. Further, instead of lowering the coefficient value as the shift increases, the coefficient value may be decreased as the shift decreases. Further, a gain table may be provided for each shift position. These gain characteristic data are written in advance in a memory (not shown) such as an EEPROM.

  Note that the third sound pressure adjustment process is not limited to the MT vehicle, and can also be performed on an AT vehicle that can be shifted by a shift lever.

  For example, some AT vehicles developed by the present applicant include both an automatic shift change mode in which a shift change is automatically performed and a manual shift change mode in which a shift change is manually performed. As shown in FIG. 13, in an AT vehicle having a manual shift change mode, the shift lever is shifted to the right gate to switch from the automatic shift change mode to the manual shift change mode, and the shift change is performed by moving the shift lever back and forth. Do. That is, moving the shift lever to “+” increases the shift by one step, and moving it to “−” decreases the shift by one step. This makes it possible to enjoy sporty shift changes.

  A vehicle having a manual shift change mode can be configured to generate a sound effect when entering the manual shift change mode without generating a sound effect in the automatic shift change mode.

(D) Sound pressure adjustment processing based on damper damping characteristics (fourth sound pressure adjustment processing)
In the fourth sound pressure adjustment process, the gain Y (Y4) used for the control signal Sc (Sc4) is changed based on the damping characteristic of the damper (not shown), and the amplitude of the control signal Sc4 is changed by the gain Y4. A control signal Sc5 is obtained. The damping characteristic of the damper is determined by the damping characteristic signal Sa output from the damping characteristic setting switch 92. As the damping characteristics of the damper, for example, there are a normal mode characteristic in which the damping force is set to be small for normal driving and a sports driving mode characteristic in which the damping force is set to be large for sports driving. In addition to these characteristics, a plurality of attenuation characteristics can be set according to the damping force.

  When the damping characteristic of the damper is composed of two characteristics of a normal mode characteristic and a sport running mode characteristic, when the gain in the normal mode characteristic is Y4, the gain in the sport running mode characteristic is Y4 × d (for example, d = 1. 2).

  The value of the coefficient d can be changed according to the change amount Δaf without being fixed according to the attenuation characteristic. A gain table may be provided for each attenuation characteristic. These gain characteristic data are written in advance in a memory (not shown) such as an EEPROM.

[5. Effects in this embodiment]
As described above, according to the present embodiment, the vehicle sound effect generator 101 uses the frequency detector 23 for detecting the engine rotational frequency fe and the control signal Sc for generating the sound effect as the engine rotational frequency. The control unit 201 that generates based on fe, the speaker 14 that outputs the control signal Sc as a sound effect, the car navigation system 80 that generates the road information signal Rs and outputs it to the control unit 201, and the shift position signal Sp And a shift lever sensor 90 that outputs to the control means 201 and an attenuation characteristic setting switch 92 that generates an attenuation characteristic signal Sa and outputs it to the control means 201. Here, the control unit 201 changes the gain Y used for the control signal Sc based on the road information signal Rs, the shift position signal Sp, and the attenuation characteristic signal Sa indicating the traveling environment of the vehicle.

  For this reason, the value of the gain Y used for the control signal Sc for generating the sound effect can be changed based on the type of road as the traveling environment of the vehicle, the surrounding environment, the shift position, and the damping characteristics of the suspension. Therefore, it is possible to generate a more preferable sound effect according to the traveling environment of the vehicle.

  Further, the vehicle sound effect generating device 101 includes a frequency detector 23 that detects the engine rotational frequency fe, a control unit 201 that generates a control signal Sc for generating the sound effect based on the engine rotational frequency fe, A speaker 14 that outputs a control signal Sc as a sound effect, a car navigation system 80 that determines the current position of the vehicle based on the GPS signal, and a road information table 84 that stores road information are provided. Here, the control means 201 changes the gain Y used for the control signal Sc based on the road information corresponding to the GPS signal.

  For this reason, the gain Y used for the control signal Sc can be changed based on the road information corresponding to the current position of the vehicle. Therefore, it is possible to generate a more preferable sound effect according to the type of road on which the vehicle is traveling and the surrounding environment of the road.

  Here, the road information of the present embodiment indicates that the road on which the vehicle is traveling is any one of a circuit road, a road, a highway, a motorway other than a highway, a general road, and an urban road. Show. For this reason, the situation where the gain Y should be changed can be determined appropriately.

  The road information table 84 includes a road-specific control parameter b corresponding to the road information, and the control unit 201 changes the value of the gain Y based on the road-specific control parameter b. For this reason, the gain Y can be changed easily and rapidly.

  Furthermore, the vehicle sound effect generator 101 according to the present embodiment generates a frequency detector 23 for detecting the engine rotation frequency fe and a control signal Sc for generating the sound effect based on the engine rotation frequency fe. The control means 201, the speaker 14 that outputs the control signal Sc as a sound effect, the shift lever sensor 90 that generates the shift position signal Sp indicating the shift position of the transmission and outputs it to the control means 201, and the damping characteristic of the suspension An attenuation characteristic setting switch 92 that generates an attenuation characteristic signal Sa and outputs the attenuation characteristic signal Sa to the control unit 201. Here, the control means 201 changes the gain Y used for the control signal Sc based on the shift position signal Sp and the attenuation characteristic signal Sa.

  For this reason, the sound effect can be changed according to the shift position of the transmission and the damping characteristics of the suspension. Accordingly, it is possible to generate a more preferable sound effect according to the shift position of the transmission and the damping characteristic of the suspension.

  In the above embodiment, when the transmission is AT, the transmission has an automatic shift change mode in which the shift change is automatically performed and a manual shift change mode in which the shift change is manually performed, and the automatic shift is performed according to the shift position. The change mode and the manual shift change mode are switched, and the control unit 201 sets the gain Y when the transmission is in the manual shift change mode higher than the gain Y when the transmission is in the automatic shift change mode.

  For this reason, the magnitude of the sound effect in the AT vehicle can be changed only by selecting the shift position. In general, a driver of an AT vehicle having both shift change modes selects the automatic shift change mode during normal driving and selects the manual shift change mode during sports driving. In addition, it is preferable to increase the sound effect during sports running compared to normal running. For this reason, a more preferable sound effect can be generated only by changing the shift position.

  In particular, in this embodiment, no sound effect is generated when in the automatic shift change mode. Therefore, whether or not sound effects are generated in the AT vehicle can be determined only by selecting the shift position. As described above, in general, a driver of an AT vehicle having both shift change modes selects the automatic shift change mode during normal travel and selects the manual shift change mode during sports travel. In many cases, sound effects are required during sports running. For this reason, the said request | requirement can be satisfied efficiently at the time of the sport driving | running in which generation | occurrence | production of a sound effect is requested | required.

[6. Application of the present invention]
Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the description in this specification. For example, the following configurations (a) to (h) can be adopted.

(A) Mechanism of sound effect generation In the above embodiment, the engine rotation frequency fe is used as sound source information for generating a sound effect. However, any sound source information that can be used for generating a sound effect is used. Not limited. For example, vehicle speed v, engine sound obtained through a microphone, accelerator opening, and throttle opening can be used. FIG. 14 shows a configuration using vehicle speed v as sound source information. FIG. 15 shows a configuration using engine sound obtained through a microphone as sound source information.

The vehicle sound effect generating device 101A shown in FIG. 14 basically has the same configuration as the vehicle sound effect generating device 101 of FIG. However, a speedometer 30 for detecting the vehicle speed v [m / s] and an acceleration calculator 32 for calculating the vehicle acceleration Δav [m / s ² ] based on the speed v are provided, and the frequency detector 23 and the multiplier 26 are provided. The frequency change amount calculator 68 is not provided. The speed v detected by the speedometer 30 is output to the reference signal generation means 18 and the acceleration calculator 32. The acceleration Δav calculated by the acceleration calculator 32 is output to the first sound pressure adjuster 71 of the control means 201.

  Waveform data corresponding to the speed v is registered in the waveform data table 16. Therefore, the reference signal generation unit 18 generates the reference signal Sr based on the waveform data corresponding to the speed v and outputs it to the control unit 201. Sound field adjustment processing in the sound field adjuster 51, frequency emphasis processing and order adjustment processing, second sound pressure adjustment processing in the second sound pressure adjuster 72, and third sound pressure adjustment processing in the third sound pressure adjuster 73 And the 4th sound pressure adjustment process in the 4th sound pressure adjuster 74 is performed like the sound effect generator 101 for vehicles.

  However, the first sound pressure adjustment processing in the first sound pressure adjuster 71 is performed based on the acceleration Δav of the vehicle, not the amount of change Δaf per unit time of the engine rotation frequency fe (see FIG. 16).

  Note that, instead of the acceleration Δav, for example, the first sound pressure adjustment process can be performed using the amount of change Δaf per unit time of the engine rotation frequency fe or the load L applied to the vehicle. The load L can be detected by providing a load sensor on the vehicle.

  The vehicle sound effect generator 101B shown in FIG. 15 basically has the same configuration as the vehicle sound effect generator 101 of FIG. However, the microphone 34 that generates an electrical signal (microphone signal Ms) based on the engine sound is provided, and the multiplier 26, the reference signal generation means 18, and the waveform data table 16 are not provided. The microphone signal Ms generated by the microphone 34 is output to the control unit 201. Further, the engine rotation frequency fe from the frequency detector 23 is output only to the frequency change amount calculator 68.

  Note that the first sound pressure adjustment processing may be performed using, for example, the vehicle acceleration Δav or the load L applied to the vehicle, instead of the change amount Δaf per unit time of the engine rotation frequency fe. The load L can be detected by providing a load sensor on the vehicle.

(B) Driving environment signal The vehicle sound effect generating apparatus 101 uses the road information signal Rs, the shift position signal Sp, and the attenuation characteristic signal Sa as the driving environment signal indicating the driving environment of the vehicle. However, the present invention is not limited to this. For example, a signal indicating the lighting state of the headlamp, a signal indicating the operating state of the wiper, a signal indicating the operating state of the in-car audio device, a signal indicating the wearing state of the seat belt, a signal indicating the usage state of the hazard lamp, a side brake A signal indicating the use state, a signal indicating the use state of the car navigation system, a signal indicating the use state of the in-vehicle television, a signal indicating the temperature outside the vehicle, and the like can be used as the travel environment signal.

(C) Output characteristic of control signal The vehicle sound effect generating apparatus 101 uses the gain Y as the output characteristic of the control signal. However, the output characteristic of the control signal is not limited to this as long as it is worth changing based on the driving environment signal. I can't. For example, the control frequency range, order, and time constant of the control signal can be used as output characteristics.

(D) First Sound Pressure Adjustment Process In the vehicle sound effect generating device 101, the amount of change Δaf per unit time of the engine rotation frequency fe is used as an index for performing the first sound pressure adjustment process. The acceleration, the load applied to the vehicle, the engine rotation frequency fe itself, the accelerator opening, or the throttle opening can also be used as an index. FIG. 17 shows a configuration using the vehicle acceleration Δav [m / s ² ] as an index instead of the change amount Δaf, and FIG. 18 shows a configuration using the load L [N] applied to the vehicle as an index.

  The vehicle sound effect generator 101C shown in FIG. 17 basically has the same configuration as the vehicle sound effect generator 101 of FIG. However, the acceleration sensor 33 for determining the acceleration Δav of the vehicle is provided, and the frequency variation calculator 68 is not provided. The acceleration Δav detected by the acceleration sensor 33 is output to the first sound pressure adjuster 71 of the control means 201. In the first sound pressure adjuster 71, the gain Y (Y1) used for the control signal Sc (Sc1) is determined according to the acceleration Δav (see FIG. 16).

  The vehicle sound effect generating device 101D shown in FIG. 18 basically has the same configuration as the vehicle sound effect generating device 101 of FIG. However, the load sensor 35 for detecting the load L applied to the vehicle is provided, and the frequency variation calculator 68 is not provided. The load L detected by the load sensor 35 is output to the first sound pressure adjuster 71 of the control means 201. In the first sound pressure adjuster 71, the gain Y (Y1) used for the control signal Sc (Sc1) is determined according to the load L (see FIG. 19).

(E) Second sound pressure adjustment processing In the vehicle sound effect generating apparatus 101, the GPS signal is used to determine the current position of the vehicle. However, the present invention is not limited to this as long as the current position can be determined. For example, the occupant can input the current position. It is also possible to determine the current position by installing a transmitter in a specific place such as a circuit in advance and receiving it with a vehicle sound effect generator.

  As road information in the second sound pressure adjustment processing, circuit roads, roads, highways, motorway roads other than highways, general roads, and urban roads are listed. The types of roads and roads involved in gain adjustment If it is the information regarding the surrounding environment, it will not be restricted to this. For example, classification for each manager such as national road, prefectural road, city road, private road, classification by speed limit, and information on surrounding facilities can be used.

  In the vehicle sound effect generating apparatus 101, road information is stored in the road information table 84 of the car navigation system 80. However, the present invention is not limited to this as long as the gain Y value is changed based on the road information. For example, the value of the gain Y can be changed by providing the road information table 84 in the control unit 201 and receiving only the position information from the car navigation system 80.

  In the vehicle sound effect generating apparatus 101, the control parameter table 76 for each road is provided in the control means 201. However, it can be provided in a device other than the control means 201, for example, the car navigation system 80.

  In the vehicle sound effect generating device 101, the road-specific control parameter b stored in the road information table 84 is used as the coefficient of the gain Y. However, if the gain Y value is changed corresponding to the road information, Not limited to. For example, a constant value may be added to the gain Y instead of a coefficient to be multiplied by the gain Y.

(F) Third Sound Pressure Adjustment Processing In the vehicle sound effect generating device 101, the shift position is determined by the shift lever sensor 90, but the present invention is not limited to this as long as the shift position can be determined. For example, the shift position can be determined based on a shift signal for the planetary gear mechanism.

  Further, in the vehicle sound effect generating apparatus 101, no sound effect is generated when in the automatic shift change mode. Sound effects may be generated in the shift change mode.

  Furthermore, in the above description, the shift position shown in FIG. 13 is shown as the shift position for switching between the automatic shift change mode and the manual shift change mode. However, another shift position can be adopted. For example, among the shift positions corresponding to the automatic shift change mode of FIG. 13, the shift positions of “1 (fixed at 1st speed)” and “2 (fixed at 2nd speed)” are set to the manual shift change mode, and other shift positions are set. Automatic shift change mode can also be set.

(G) Fourth Sound Pressure Adjustment Processing The vehicle sound effect generating device 101 is configured to manually switch the attenuation characteristics, but is not limited to this as long as the attenuation characteristics can be switched. For example, a configuration in which the attenuation characteristic is switched by voice input and a configuration in which the attenuation characteristic is automatically switched are possible.

(H) Others In the above embodiment, the first to fourth sound pressure adjustment processes are performed by the first sound pressure adjuster 71, the second sound pressure adjuster 72, the third sound pressure adjuster 73, and the fourth sound pressure adjuster 74. Although each of them is performed separately, a plurality of sound pressure adjustment processes can be performed by one sound pressure adjuster. In this case, it is also possible to manage a plurality of parameters, for example, at least two of the change amount Δaf per unit time of the engine rotation frequency fe, the road information, the shift position, and the attenuation characteristic setting in one table.

  In the above embodiment, the sound field adjuster 51 performs the sound field adjustment process, the frequency enhancement process, and the adjustment process for each order before the first to fourth sound pressure adjustment processes. Accordingly, the sound field adjustment process, the frequency emphasis process, and the order adjustment process may not be performed. It is also possible not to use a part of the first to fourth sound pressure adjustment processes.

FIG. 1 is a block diagram showing a configuration of a vehicle sound effect generator according to an embodiment of the present invention. FIG. 2A is an explanatory diagram showing the contents of the waveform data memory. FIG. 2B is an explanatory diagram showing a sine wave generated with reference to the waveform data memory. FIG. 3 shows the frequency characteristics of the sound pressure level before and after the sound field adjustment processing is performed. FIG. 4A is a gain characteristic diagram measured at the occupant position. FIG. 4B is an inverted gain characteristic diagram obtained by inverting the gain characteristic of FIG. 4A. FIG. 4C is a gain characteristic diagram obtained by synthesizing the gain characteristics of FIGS. 4A and 4B. FIG. 4D is a gain characteristic diagram that emphasizes a predetermined frequency range. FIG. 4E is an inversion gain characteristic diagram in which a predetermined frequency range is emphasized. FIG. 5 is a diagram illustrating a weighting gain characteristic according to the amount of change per unit time of the engine rotation frequency. FIG. 6 is a waveform diagram of an engine pulse. FIG. 7 is a shift characteristic diagram of an AT vehicle. FIG. 8 is a shift characteristic diagram of the MT vehicle. FIG. 9 is a flowchart showing a method for generating and outputting a road information signal in the car navigation system. FIG. 10 is a diagram showing a road information table storing position information and road information. FIG. 11 is a flowchart of sound pressure adjustment processing based on road information. FIG. 12 is a diagram showing a road-specific control parameter table. FIG. 13 is a diagram showing a shift position of an AT vehicle having a manual shift change mode. FIG. 14 is a block diagram showing a first modification of the vehicle sound effect generating apparatus according to the present invention. FIG. 15 is a block diagram showing a second modification of the vehicle sound effect generating apparatus according to the present invention. FIG. 16 is a diagram illustrating weighting gain characteristics according to the acceleration of the vehicle. FIG. 17 is a block diagram showing a third modification of the vehicle sound effect generating apparatus according to the present invention. FIG. 18 is a block diagram showing a fourth modification of the vehicle sound effect generating device according to the present invention. FIG. 19 is a diagram illustrating weighting gain characteristics according to the load applied to the vehicle.

Explanation of symbols

14 ... Speaker (output means) 23 ... Frequency detector (sound source information detection means)
30 ... Speedometer (sound source information detection means) 34 ... Microphone (sound source information detection means)
80. Car navigation system (traveling environment signal generation means, current position determination means)
84 ... Road information table (road information storage means)
90 ... shift lever sensor (traveling environment signal generating means, setting state signal generating means)
92 ... Attenuation state setting switch (traveling environment signal generating means, setting state signal generating means)
101, 101A, 101B, 101C, 101D ... Vehicle sound effect generator 201 ... Control means fe ... Engine rotation frequency (sound source information) L ... Load applied to vehicle Ms ... Microphone signal (sound source information) Rs ... Road information signal (running) Environmental signal)
Sc, Sc1, Sc2, Sc3, Sc4, Sc5 ... Control signal Sa ... Attenuation characteristic signal (traveling environment signal, setting state signal)
Sp: Shift position signal (running environment signal, setting state signal)
v ... Vehicle speed (sound source information)
Δaf: Change amount of engine rotation frequency per unit time Δav: Vehicle acceleration

Claims (12)

A sound effect generator for a vehicle that generates sound effects based on sound source information consisting of information on a running state of a vehicle or an operating state of an engine,
Sound source information detecting means for detecting the sound source information;
Control means for generating a control signal for generating a sound effect based on the sound source information;
Output means for outputting the control signal as a sound effect;
A driving environment signal generating unit that generates a driving environment signal indicating a driving environment of the vehicle and outputs the driving environment signal to the control unit;
The sound effect generator for a vehicle, wherein the control means changes an output characteristic of the control signal based on the traveling environment signal. A sound effect generator for a vehicle that generates sound effects based on sound source information consisting of information on a running state of a vehicle or an operating state of an engine,
Sound source information detecting means for detecting the sound source information;
Control means for generating a control signal for generating a sound effect based on the sound source information;
Output means for outputting the control signal as a sound effect;
Current position determining means for determining the current position of the vehicle;
Road information storage means storing road information including information on at least one of the type of road and the surrounding environment of the road, and
The said control means changes the output characteristic of the said control signal based on the said road information corresponding to the said present position. The vehicle sound effect generator characterized by the above-mentioned. The vehicle sound effect generator according to claim 2,
The road information indicates that the road is any one of a circuit road, a road, a highway, an automobile road other than a highway, a general road, and a city road. apparatus. In the vehicle sound effect generator according to claim 2 or 3,
The road information storage means includes coefficient information of the output characteristics corresponding to the road information,
The control means changes the output characteristic based on the coefficient information. A vehicle sound effect generator. A sound effect generator for a vehicle that generates sound effects based on sound source information consisting of information on a running state of a vehicle or an operating state of an engine,
Sound source information detecting means for detecting the sound source information;
Control means for generating a control signal for generating a sound effect based on the sound source information;
Output means for outputting the control signal as a sound effect;
A setting state signal generating unit that generates a setting state signal indicating a setting state of at least one of a shift position of the transmission and a damping characteristic of the suspension, and outputs the setting state signal to the control unit,
The control means changes an output characteristic of the control signal based on the set state signal. A vehicle sound effect generator. In the vehicle sound effect generator according to any one of claims 1 to 5,
The output characteristic is any one of a gain used for the control signal, a control frequency range of the control signal, an order of the control signal, or a time constant of the control signal. The vehicle sound effect generator according to claim 5,
The vehicle sound effect generator, wherein the transmission is an automatic transmission. The vehicle sound effect generator according to claim 7,
The transmission includes an automatic shift change mode in which a shift change is automatically performed and a manual shift change mode in which the shift change is performed manually.
According to the shift position, the automatic shift change mode and the manual shift change mode are switched,
The vehicle sound effect generator, wherein the control means switches the output characteristics in accordance with the automatic shift change mode and the manual shift change mode. The sound effect generator for a vehicle according to claim 8,
The output characteristic is a gain used for the control signal,
The vehicle sound effect generator, wherein the control means sets the gain when the transmission is in the manual shift change mode higher than the gain when the transmission is in the automatic shift change mode. The sound effect generator for a vehicle according to claim 9,
The vehicle sound effect generator, wherein the sound effect is not generated in the automatic shift change mode. In the vehicle sound effect generator according to any one of claims 1 to 10,
The sound source information includes an information regarding at least one of engine rotation frequency, speed of the vehicle, and engine sound obtained via a microphone. In the vehicle sound effect generator according to any one of claims 1 to 11,
The control means changes the output characteristics according to at least one of an engine rotation frequency, a change amount of the rotation frequency per unit time, an acceleration of the vehicle, and a load applied to the vehicle. Vehicle sound effect generator.

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