JP2008216783A - Device for generating sound effect - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for generating sound effect capable of increasing the flexibility of setting the sound pressure level of effect sound and generating more suitable sound effect. <P>SOLUTION: In the effect sound generating device 101, a control means 201 amplifies reference signals Sr1, Sr2, and Sr3 by using a value Yd of gain set, on the basis of engine rotation frequency fe [Hz] detected by a rotation frequency detector 23 and an engine rotation frequency variation amount Δaf [Hz/sec.] computed by a rotation frequency variation amount computing element 68. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a sound effect generator that generates a sound effect based on the rotational frequency of an engine.

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

  In these sound effect generators, for example, when the engine speed increases in response to an acceleration operation, a loud sound effect sound is generated from the speaker at a high frequency corresponding to the increase in the engine speed, thereby producing an effect in the passenger compartment. It is increasing.

  Among the three patent documents, in Patent Document 3, a sound effect is generated in accordance with a change amount per unit time of an engine rotation frequency [Hz] (hereinafter referred to as “engine rotation frequency change amount”) [Hz / second]. By changing the sound pressure level (gain), that is, when the engine rotation frequency change amount is small, the sound pressure level is decreased, and when the engine rotation frequency change amount is large, the sound pressure level is increased. Thus, a more preferable sound effect is generated (see FIG. 14 of Patent Document 3).

JP 54-8027 A (FIG. 1) JP-T-4-504916 (Fig. 1) JP 2006-301598 A (FIG. 14)

  However, as a result of the inventor's research, in order to generate a more preferable sound effect, that is, a sound effect that can meet various preferences of the user (driver or passenger), the patent document shown in FIG. It has been found that there is a limit to the configuration disclosed in No. 3 that changes the sound pressure level depending only on the engine rotational frequency change amount. For example, in medium- and high-speed high-speed cruise traveling where the engine speed exceeds 3000 rpm on the high gear side (high speed stage, 4th speed stage), even if the accelerator is depressed and the speed increases, the engine rotational frequency change amount becomes relatively small. For this reason, there is a case where it is not possible to sufficiently meet the demands of users who desire more sound effects in the mid-high rotation range. Therefore, when the correction amount of the sound pressure adjuster 70 of the cited document 3 described in FIG. 14 is increased as a whole, when the accelerator is depressed on the low gear side (low shift speed, 1st speed) as in starting, In a low engine speed range of 1000 to 3000 rpm, even if the speed increase is small, the engine rotational frequency change amount becomes relatively large. As a result, sound effects are generated more than necessary, and the user feels uncomfortable. .

  The present invention has been made in consideration of the above-mentioned problems, and provides a sound effect generator that can increase the degree of freedom for setting the sound pressure level of a sound effect and generate a more appropriate sound effect. With the goal.

  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 with the reference numerals.

  The sound effect generator (101, 101A) according to the present invention generates a sound effect based on the rotational frequency (fe) of the engine, and a waveform data table (16) for storing waveform data for one period. A reference signal generating means (18) for generating harmonic reference signals (Sr1, Sr2, Sr3) based on the rotation frequency by sequentially reading the waveform data from the waveform data table, and controlling from the reference signal A control means (201) for generating a signal (Sc), a rotation frequency change amount calculating means (68) for calculating a rotation frequency change amount (Δaf) which is a change amount per unit time of the rotation frequency, and the control signal Output means (14) as a sound effect, and the control means outputs a value of gain (Yd, Yd ′) for amplifying the reference signal to the rotation Set for each combination of the wave number and the angular frequency change, characterized by amplifying the reference signal using the value of the gain obtained by this setting.

  According to the present invention, the gain value is set using the engine rotational frequency in addition to the rotational frequency variation. Therefore, the sound pressure level of the sound effect depending on the gain value can be changed based on the engine rotation frequency. Accordingly, the degree of freedom for setting the sound pressure level of the sound effect can be increased, and a more suitable sound effect can be generated.

  Further, since a gain value is set for each combination of the rotation frequency and the rotation frequency change amount, the amplification process based on the rotation frequency and the amplification process based on the rotation frequency change amount can be performed together. For this reason, it becomes possible to shorten signal processing time and to improve the responsiveness of signal processing.

  Here, the reference signal generation unit generates a plurality of reference signals having different orders, and the control unit sets the gain value for each of the plurality of reference signals, and uses the set gain value. Preferably, the control signals are generated by amplifying the plurality of reference signals and adding the amplified reference signals.

  As a result, a gain value can be set for each of the plurality of reference signals, and a sound effect corresponding to the gain value can be set. For this reason, adjustment for each reference signal is facilitated, and a more preferable sound effect can be generated.

  Furthermore, the value of the gain can be changed within a certain range (Z) for each rotation frequency, and the certain range includes a range (Y3) determined by the rotation frequency and the amount of change in the rotation frequency. It is preferable that the range determined by the rotational frequency is expanded as the rotational frequency increases.

  Thereby, when the amount of change in the rotation frequency increases rapidly, the gain value when the rotation frequency is high is the gain value when the rotation frequency is low, because the gain value determined by the rotation frequency is large. The target set value can be reached sooner. For this reason, the responsiveness of sound effect generation when the rotational frequency is high can be enhanced. Therefore, the sound effect during high speed traveling can be made more natural.

  The gain value set for each combination of the rotation frequency and the rotation frequency change amount includes a gain value determined according to the rotation frequency and a gain value determined according to the rotation frequency change amount. The sum of The gain value determined according to the rotational frequency is preferably constant in the low speed range, increases linearly in the medium speed range, and is constant in the high speed range.

  This makes it possible to increase the gain value determined according to the amount of change in the rotation frequency only during medium and high speeds without increasing the low speed, medium speed, and high speed areas uniformly, increasing the production effect. Can be made.

  The sound effect generator (101, 101A) according to the present invention generates a sound effect based on the rotational frequency (fe) of the engine, and a waveform data table (16) for storing waveform data for one period. A reference signal generating means (18) for generating harmonic reference signals (Sr1, Sr2, Sr3) based on the rotation frequency by sequentially reading the waveform data from the waveform data table, and controlling from the reference signal A control means (201) for generating a signal (Sc), a rotation frequency change amount calculating means (68) for calculating a rotation frequency change amount (Δaf) which is a change amount per unit time of the rotation frequency, and the control signal Output means (14) as a sound effect, and the control means determines a value of a first gain (Y3) for amplifying the reference signal as the rotation frequency. The second gain (Y2, Y2 ′) for amplifying the reference signal is set in accordance with the number, the value is set in correspondence with the rotational frequency change amount, and the set first and second gains are set. The control signal is generated by amplifying the reference signal using the value of.

  According to the present invention, the gain value is set using the engine rotational frequency in addition to the rotational frequency variation. For this reason, the sound pressure level of the sound effect affected by the gain value can be changed based on the engine rotation frequency. Accordingly, the degree of freedom for setting the sound pressure level of the sound effect can be increased, and a more suitable sound effect can be generated.

  Here, the reference signal generating unit generates a plurality of reference signals having different orders, and the control unit sets the first and second gain values for each of the plurality of reference signals. Preferably, the plurality of reference signals are amplified using first and second gain values, and the amplified reference signals are added to generate the control signal.

  As a result, a gain value can be set for each of the plurality of reference signals, and a sound effect corresponding to the gain value can be set. For this reason, adjustment for each reference signal is facilitated, and a more preferable sound effect can be generated.

  Furthermore, the sum (Z) of the first gain value and the maximum value of the second gain value is constant for each rotation frequency, and the first gain value is an increase in the rotation frequency. It is preferable to increase with this.

  As a result, when the amount of change in the rotation frequency increases rapidly, the maximum value of the second gain value when the rotation frequency is high becomes smaller as the value of the first gain is larger. The target set value can be reached earlier than the maximum value of the second gain value when it is low. For this reason, the responsiveness of sound effect generation when the rotational frequency is high can be enhanced. Therefore, the sound effect during high speed traveling can be made more natural.

  The value of the first gain is preferably constant in the low speed range, increases linearly in the medium speed range, and is constant in the high speed range.

  Thereby, the value of the first gain can be increased only during the middle and high rotations without raising the low speed region, the medium speed region, and the high speed region uniformly, and the effect of production can be increased.

  According to the present invention, the gain value is set using the engine rotational frequency in addition to the rotational frequency variation. For this reason, the sound pressure level of the sound effect affected by the gain value can be changed based on the engine rotation frequency. Accordingly, the degree of freedom for setting the sound pressure level of the sound effect can be increased, and a more suitable sound effect can be generated.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

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

  The sound effect generator 101 generates sound effects according to the rotational frequency of an engine (not shown) in an automatic transmission vehicle (AT vehicle), thereby enhancing 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 rotation frequency detector 23 such as a frequency counter every time the output shaft of the engine rotates. Next, in the three multipliers 24, 25, and 26 as frequency converters, harmonic signals 4fe, 5fe, and 6fe that are higher frequency signals based on the engine rotational frequency fe detected by the rotational frequency detector 23. Is generated. Next, the three reference signal generators 18 generate reference signals Sr1, Sr2, and Sr3 based on the harmonic signals 4fe, 5fe, and 6fe and the waveform data stored in the waveform data table 16. In the control unit 201, various processes are added to the reference signals Sr1, Sr2, and Sr3, and then one control signal Sc is generated. 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 the present embodiment, the engine frequency change amount Δaf [Hz / second], which is the amount of change per unit time of the engine rotation frequency fe, is calculated by the rotation frequency change amount calculator 68. This engine rotation frequency change amount Δaf is output to the control means 201 and used for processing when the control signal Sc is generated.

  Furthermore, in the present embodiment, the engine rotation frequency fe detected by the rotation frequency detector 23 is also output to the control means 201 and used for processing when generating the control signal Sc.

  Rotational frequency detector 23, multipliers 24, 25, 26, reference signal generator 18, waveform data table 16, control means 201, rotational frequency change calculator 68, and D / A converter 22 are arranged on the vehicle dashboard. And constitutes an ECU (electric control unit) 121 as an overall control 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 signals 4fe, 5fe, 6fe (multipliers 24, 25, 26)]
As described above, the multipliers 24, 25, and 26 generate harmonic signals 4 fe, 5 fe, and 6 fe that are higher frequency signals based on the engine rotational frequency fe detected by the rotational frequency detector 23. The harmonic signals 4fe, 5fe, and 6fe are fourth-order, fifth-order, and sixth-order frequencies of the engine rotation frequency fe as the fundamental-order frequency. The multiples by the multipliers 24, 25, 26 may be other integer multiples such as 2, 3, 7, 8, 9,..., Or real numbers such as 2.5, 3.3.

  In the present embodiment, three multipliers 24, 25, and 26 are connected to the rotation frequency detector 23 in parallel. The number of multipliers can be changed as necessary, and a configuration without a multiplier is also possible.

[3. Reference signals Sr1, Sr2, Sr3 (reference signal generator 18 and waveform data table 16)]
As described above, the reference signal generator 18 generates the reference signals Sr1, Sr2, and Sr3 based on the harmonic signals 4fe, 5fe, and 6fe and the waveform data stored in the waveform data table 16.

  Here, how to generate the reference signals Sr1, Sr2, and Sr3 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 generator 18 (FIG. 1) reads out the waveform data from the waveform data table 16 by changing the read address period in accordance with the period of the input harmonic signals 4fe, 5fe, and 6fe, thereby generating the harmonic signal. Reference signals Sr1, Sr2, and Sr3, which are sine wave signals having frequencies corresponding to 4fe, 5fe, and 6fe, are generated.

[4. Control signal Sc and engine rotation frequency change amount Δaf (control means 201 and rotation frequency change amount calculator 68)]
As shown in FIG. 1, the control means 201 that outputs the control signal Sc based on the reference signals Sr1, Sr2, and Sr3 includes a first acoustic adjuster 51, a second acoustic adjuster 52, A third sound adjuster 53 and a fourth sound adjuster 54 are provided. The first acoustic adjuster 51 performs “sound field adjustment processing” (also referred to as “flattening processing”) described later. The second acoustic adjuster 52 performs “frequency enhancement processing” to be described later. The third acoustic adjuster 53 performs “order-specific correction processing” to be described later. The fourth acoustic adjuster 54 performs “double weighted sound pressure adjustment processing” to be described later.

(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 transmission 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 process is performed as follows using the first acoustic adjuster 51.

  The first acoustic adjuster 51 has a function as a filter. The gain characteristic of the filter (the horizontal axis is the engine rotation frequency and the vertical axis is the gain) is a reference signal Sr1, Sr2, from the speaker 14 to the passenger position 29, The gain characteristic (inverted gain characteristic) Ci00 (FIG. 4B) is obtained by inverting the gain characteristic C00 (FIG. 4A) that changes according to the frequency of Sr3.

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

  Here, assuming that the gains of the second acoustic adjuster 52 and the third acoustic adjuster 53 are 1, that is, 0 [dB], the sound effect generating device 101 uses the reference signal generator 18 to generate 30 [ When the reference signals Sr1, Sr2, and Sr3 from [Hz] to 970 [Hz] are generated, at the passenger position 29, the gain characteristic Ci00 for correction of the first acoustic adjuster 51 and the gain characteristic C00 of the sound field are multiplied. Thus, as shown in the gain characteristic C1 of FIG. 4C, the gain characteristic C1 is such that sound having a flat sound pressure with respect to the engine rotation frequency can be heard.

  Therefore, when the cycle of the engine pulse Ep changes or is kept constant according to the acceleration operation, deceleration operation, and constant speed holding operation by the occupant, the engine rotational frequency fe detected by the rotational frequency detector 23 is maintained. For harmonic signals 4fe, 5fe, and 6fe having fourth, fifth, and sixth harmonic frequencies by multipliers 24, 25, and 26, the frequency increases, decreases, or maintains a constant frequency in substantially real time. The sine wave reference signals Sr1, Sr2, and Sr3 are generated by the reference signal generator 18.

  The reference signals Sr1, Sr2, and Sr3 are converted into intermediate signals Si11, Si21, and Si31 corrected by the gain characteristic Ci00 of the first acoustic adjuster 51. Therefore, at the occupant position 29, the sound effect output from the speaker 14 can be prevented from fluctuating according to the frequency at the occupant position 29 due to the vehicle interior acoustic characteristic C00. That is, the frequency characteristics are flat at the occupant position 29. For this reason, according to the engine rotation frequency fe (in this embodiment, four times, five times and six times the engine rotation frequency fe), in other words, a sound effect having a linear feeling corresponding to the state of the noise source. It can be generated at the occupant position 29.

  FIG. 3 shows the frequency characteristics of the sound pressure level at the occupant position 29 before and after correction. However, the reference signals Sr1, Sr2, Sr3 or the control signal Sc generate a signal whose amplitude increases in proportion to the engine rotational frequency fe in order to increase the linear feeling when obtaining the gain characteristic of FIG. I am doing so.

  As can be seen from FIG. 3, the corrected gain characteristic 40 has a sound pressure level that changes linearly with respect to the engine rotational frequency fe, as compared to the gain characteristic 39 in which there is a dip before the correction and peaks. I understand that

  As described above, the sound field adjustment process (flattening process) is a process of generating a sound effect having a linear feeling at the occupant position 29 with respect to the acceleration operation.

(2) Frequency Enhancement Process The frequency enhancement process is a process for performing a so-called equalizer function that adjusts the magnitude (gain) of a predetermined range of frequencies in the reference signals Sr1, Sr2, and Sr3. The frequency enhancement process is performed as follows.

  In the second acoustic adjuster 52, for example, as shown by a solid line in FIG. 4D, a gain characteristic Ceh in which a gain in a predetermined frequency range, for example, 300 [Hz] to 450 [Hz] band increases, is serially connected to the gain characteristic Ci00. By connecting, as shown in FIG. 4E, the combined gain characteristic Ci00eh emphasizes the frequency range of 300 [Hz] to 450 [Hz] with respect to the inverted gain characteristic Ci00 shown in FIG. In the example, the characteristic Ci00eh 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. Further, when a plurality of multipliers 24, 25, and 26 are provided as in the present embodiment, each multiplier 24 is provided.
Frequency emphasis processing is performed on the outputs from 25 and 26. The second acoustic adjuster 52 outputs intermediate signals Si12, Si22, and Si32 after performing the frequency enhancement process.

(3) Correction processing for each order FIGS. 5A to 5C show the gain Y1 for amplifying the intermediate signals Si12, Si22, Si32 in the correction processing for each order and the engine rotation speed Ne [rpm] (60 of the engine rotation frequency fe [Hz]). The gain characteristics 61, 62, and 63 are shown for the intermediate signals Si12, Si22, and Si32, respectively. The gain characteristic 61 (FIG. 5A) is used to amplify the intermediate signal Si12, the gain characteristic 62 (FIG. 5B) is used to amplify the intermediate signal Si22, and the gain characteristic 63 (FIG. 5C) is intermediate. Used to amplify the signal Si32.

  By changing the degree of contribution of each order of the intermediate signals Si12, Si22, and Si32 based on the reference signals Sr1, Sr2, and Sr3 according to the engine speed Ne, it is possible to improve the effect.

(4) Double Weighted Sound Pressure Adjustment Process (a) Overview of Double Weighted Sound Pressure Adjustment Process The double weighted sound pressure adjustment process is set in the fourth sound adjuster 54 and output from the third sound adjuster 53. The fourth acoustic adjuster 54 changes the gain Y2 for amplifying the intermediate signals Si13, Si23, Si33 (FIG. 1) based on the combination of the engine rotational frequency fe and the engine rotational frequency change Δaf, and It adjusts the sound pressure level of the output sound effect. The double weighted sound pressure adjustment processing includes weighted sound pressure adjustment processing (hereinafter referred to as “first weighted sound pressure adjustment processing”) based on engine rotational frequency change amount Δaf, and engine speed Ne [rpm] (engine speed frequency fe [ And a weighted sound pressure adjustment process (hereinafter referred to as “second weighted sound pressure adjustment process”).

(B) Weighted sound pressure adjustment process (first weighted sound pressure adjustment process) based on engine rotation frequency change amount Δaf
FIG. 6 shows a gain characteristic 72 for determining the gain Y2 in the first weighted sound pressure adjustment process, and a gain characteristic table 80 having the gain characteristic 72 as specific numerical values.

  The gain characteristic 72 is an example showing the relationship between the gain Y2 and the engine rotational frequency change amount Δaf. In the gain characteristic 72, the gain Y2 is constant at the lowest value (Y2 = 0.1) when the engine rotational frequency variation Δaf is smaller than a positive predetermined value near zero, and the engine rotational frequency variation Δaf is zero. When the value exceeds a nearby positive predetermined value, the gain characteristic Y2 increases as the engine rotational frequency change amount Δaf increases. Here, the gain Y2 rapidly increases when the positive predetermined value is exceeded, and the amount of increase gradually decreases.

  The engine rotation frequency change amount Δaf is calculated by a rotation frequency change amount calculator 68 provided in the ECU 121. The rotational frequency change amount calculator 68 is the difference between the frequency f1 (previous frequency) and the frequency f2 (current frequency) of the preceding and following pulses in the engine pulse Ep (FIG. 7) sequentially detected by the rotational frequency detector 23. By taking Δf (Δf = f2−f1) and multiplying this difference Δf by the current frequency f2, an engine rotation frequency change amount Δaf is obtained. Δaf = Δf × f2 [Hz / second], and Δaf is an acceleration at the engine rotation frequency fe.

  It is known that when the engine speed is accelerated at the same accelerator opening, the engine rotation frequency change amount Δaf becomes a different value depending on the speed at which the transmission enters as shown in FIG. On the low gear side, the engine rotation frequency change amount Δaf is large, and on the high gear side, the engine rotation frequency change amount Δaf is small.

  In order to produce a sound effect corresponding to the engine rotational frequency change amount Δaf, the gain characteristic 72 in FIG. 6 indicates that when the engine rotational frequency change amount Δaf is greater than a predetermined positive value near zero, the engine rotational frequency change amount Δaf The value of the gain Y2 is increased according to the increase. When the engine rotation frequency change amount Δaf is smaller than the positive predetermined value near zero, the value of the gain Y2 is constant regardless of the value of the engine rotation frequency change amount Δaf.

  The gain characteristic table 80 of FIG. 6 has the gain characteristic 72 as a specific numerical value. In FIG. 6, in order to facilitate the understanding of the invention, the number of numerical values in the gain characteristic table 80 is reduced. However, when actually used, a sufficient number of data to indicate the gain characteristic 72 is included. .

(C) Weighted sound pressure adjustment process (second weighted sound pressure adjustment process) based on engine speed (engine rotation frequency fe)
FIG. 9 shows a gain characteristic 74 for determining a gain Y3 for amplifying the intermediate signals Si13, Si23, Si33 in the second weighted sound pressure adjustment process, and a gain characteristic table 82 having the gain characteristic 74 as specific numerical values. It is shown.

  The gain characteristic 74 is an example showing the relationship between the gain Y3 and the engine rotational speed Ne (engine rotational frequency fe). In the gain characteristic 74, for example, the gain Y3 is constant at the lowest value (Y3 = 0) when the engine speed Ne is less than 2200 rpm (low speed), and the engine speed ranges from 2200 to 4800 rpm (medium speed range). ) Increases linearly, and when the engine speed exceeds 4800 rpm (high speed range), it becomes constant at the maximum value (Y3 = 0.5). The engine rotation frequency fe is sequentially detected by the rotation frequency detector 23 (FIG. 1) as an engine pulse Ep (FIG. 7) and transmitted to the control means 201 (fourth sound adjuster 54).

  The gain characteristic table 82 of FIG. 9 has the gain characteristic 74 as a specific numerical value. In FIG. 9, in order to facilitate understanding of the invention, the number of numerical values in the gain characteristic table 82 is reduced, but when actually used, a sufficient number of data to indicate the gain characteristic 74 is included. .

(D) Details of Double Weighted Sound Pressure Adjustment Process As described above, the double weighted sound pressure adjustment process is a process that combines the first weighted sound pressure adjustment process and the second weighted sound pressure adjustment process.

  FIG. 10 is a conceptual diagram for explaining the double weighted sound pressure adjustment processing. 10, components corresponding to those in FIG. 1 are denoted by the same reference numerals. In addition, description is abbreviate | omitted about components, such as the reference signal generator 18, the waveform data table 16, the 1st acoustic regulator 51, the 2nd acoustic regulator 52. FIG. The filter A corresponds to the sound pressure adjuster 70 of FIG. 14 showing the prior art, and performs the above-described first weighted sound pressure adjustment processing. The filter B performs the second weighted sound pressure adjustment process described above. The output of the filter A and the filter B is the filter C that is added by the adder 60. The filter C performs gain processing on a signal obtained by synthesizing outputs from the plurality of third acoustic adjusters 53 by the adder 56.

  The filter A and the filter B in FIG. 10 are conceptual only for the purpose of explanation. In actual use, the gain characteristics of the filter A and the gain characteristics of the filter B are combined into one as a gain characteristic table. The numerical value is used for the fourth acoustic adjuster 54.

  That is, the gain Yd used in the double weighting sound pressure adjustment process is used in the form of a gain characteristic table 84 as shown in FIG. The gain Yd is the sum of the gain Y2 used in the first weighted sound pressure adjustment process and the gain Y3 used in the second weighted sound pressure adjustment process (Yd = Y2 + Y3). However, the maximum value of Yd is 1, and when the value of Y2 + Y3 exceeds 1, Yd = 1. Further, when the value of the engine rotation frequency change amount Δaf is zero or negative, Yd = 0.1 is fixed. Thus, by mapping the gain Yd, it is possible to obtain a free rendering effect rather than a simple addition.

[5. Effects in this embodiment]
As described above, according to the present embodiment, the control unit 201 sets the value of the gain Yd that amplifies the reference signals Sr1, Sr2, and Sr3 for each combination of the engine rotational frequency fe and the rotational frequency change amount Δaf. The reference signals Sr1, Sr2, and Sr3 are amplified using the set gain Yd.

  In this configuration, the value of the gain Yd is set using the engine rotation frequency fe in addition to the engine rotation frequency change amount Δaf. For this reason, the sound pressure level of the sound effect affected by the value of the gain Yd can be changed also based on the engine rotation frequency fe. Accordingly, the degree of freedom for setting the sound pressure level of the sound effect increases, and a more suitable sound effect can be generated.

  Further, since the value of the gain Yd is set for each combination of the engine rotation frequency fe and the engine rotation frequency change amount Δaf, the amplification processing based on the engine rotation frequency fe and the amplification processing based on the engine rotation frequency change amount Δaf are collectively performed. It can be carried out. For this reason, it becomes possible to shorten signal processing time and to improve the responsiveness of signal processing.

  The value of the gain Yd set for each combination of the engine rotation frequency fe and the engine rotation frequency change amount Δaf is determined according to the value of the gain Y3 determined according to the engine rotation frequency fe and the engine rotation frequency change amount Δaf. It can be the sum of the values of the gain Y2 to be performed. The value of the gain Y3 determined according to the engine rotation frequency fe is constant in the low speed range, increases linearly in the medium speed range, and is constant in the high speed range.

  As a result, the value of the gain Y2 determined according to the engine rotation frequency change amount Δaf can be increased only during the middle and high rotations without raising the low speed region, the medium speed region, and the high speed region uniformly. The effect can be increased.

[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 (1) to (4) can be adopted.

(1) Installation target In the above embodiment, an automatic transmission vehicle (AT vehicle) is used as a vehicle on which the sound effect generator according to the present invention is mounted, but a manual transmission vehicle (MT vehicle) may be used. . Further, the sound effect generating device according to the present invention can be mounted on any mobile body that can generate a sound effect based on the engine rotation frequency, other than the vehicle.

(2) Number of Each Component In the above embodiment, three reference signals Sr1, Sr2, and Sr3 are used. However, the number of reference signals can be arbitrarily set according to the specifications of the sound effect generator. Depending on the number of reference signals required, the number of other components (multipliers, reference signal generators, etc.) also changes.

  In the above embodiment, the number of components such as a multiplier and a reference signal generator is three, which is the same as the number of reference signals Sr1, Sr2, and Sr3. However, the number of components may be processed by one or two components. Is possible.

(3) Double weighting sound pressure adjustment processing (first weighting sound pressure adjustment processing and second weighting sound pressure adjustment processing)
In the above embodiment, the gain Yd of the double weighting sound pressure adjustment processing is the sum of the gain Y2 of the first weighting sound pressure adjustment processing and the gain Y3 of the second weighting sound pressure adjustment processing, but is not limited to this. . Since a table as shown in FIG. 11 is used, each value of the table can be freely set. Thereby, it is possible to obtain a free rendering effect.

  For example, as shown in FIG. 12, the gain (gain Y2 ′) of the first weighted sound pressure adjustment process based on the engine speed change amount ΔNe (engine speed frequency change amount Δaf) and the engine speed Ne (engine speed frequency fe). ) Based on the second weighted sound pressure adjustment processing (gain Y3) can be set. Also in FIG. 12, the gain (gain Yd ') of the double weighted sound pressure adjustment processing is defined as the sum of the gain Y2' and the gain Y3. However, the gain Y2 ′ is determined at a ratio corresponding to the value of the engine speed change amount ΔNe (engine speed frequency change amount Δaf) for the remainder obtained by subtracting the gain Y3 from the maximum value Z of the gain Yd ′. .

  The gain characteristic 90 of the gain Y3 shows the same characteristic as the gain characteristic 74 of FIG. In addition, gain characteristics 92, 94, 96, and 98 in FIG. 12 are gain characteristics corresponding to a constant engine rotation frequency change amount Δaf, and indicate a gain Y2 '. That is, the gain characteristic 92 indicates a gain Y2 ′ that changes according to the engine speed Ne when the engine rotational frequency change amount Δaf is a value at the time of first speed full open acceleration {first speed WOT (wide open throttle)}. . Similarly, each of the gain characteristics 94, 96, 98 has a gain Y2 ′ that changes according to the engine speed Ne when the engine rotation frequency change amount Δaf is the second speed WOT, the third speed WOT, and the fourth speed WOT. Show. As shown in FIG. 12, the maximum value of gain Yd '(gain Y' in first speed WOT) is constant for each engine speed Ne (engine speed fe).

  As shown in FIG. 12, when the engine speed Ne is low, the difference in the value of the gain Y2 ′ during full-open acceleration for each shift position is relatively large. However, when the engine speed Ne is high, The difference in the value of the gain Y2 ′ at the time of full open acceleration is relatively small. In other words, the increase rate of the gain Y3 'when the engine speed is in the range of 2200 to 4800 rpm is larger than the other ranges (the positive slope is greater). For this reason, in this modification, the change in the gain Y3 'in the above range is emphasized more than the change in the gain Y3' outside the above range.

  In the above embodiment, the double weighted sound pressure adjustment process is used, which is a combination of the first weighted sound pressure adjustment process based on the engine rotation frequency change amount Δaf and the second weighted sound pressure adjustment process based on the engine rotation frequency fe. As shown in FIG. 13, processing (triple weighting sound pressure adjustment processing) in which the correction processing for each order is combined with the second weighting sound pressure adjustment processing may be performed. That is, as shown in FIGS. 5A to 5C, in the correction processing for each order, the gain Y1 is set according to the engine rotational speed Ne (engine rotational frequency fe), and therefore the second weighting that also depends on the engine rotational speed Ne. It is also possible to combine the gain Y3 of the sound pressure adjustment process and the gain Y1 and then combine the gain Y2 of the first weighted sound pressure adjustment process.

(4) Others In the above embodiment, before the double weighted sound pressure adjustment process by the fourth acoustic adjuster 54, the sound field adjustment process by the first acoustic adjuster 51, the frequency enhancement process by the second acoustic adjuster 52, and The third acoustic adjuster 53 performs the correction process for each order, but does not perform the sound field adjustment process, the frequency enhancement process, and the correction process for each order according to the gain characteristic C00 of the occupant position 29 and the number of reference signals to be used. Is also possible. That is, the double weighting sound pressure adjustment process can be directly performed on the reference signals Sr1, Sr2, and Sr3.

FIG. 1 is a block diagram showing a configuration of a 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 a 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. 5A to 5C are diagrams illustrating gain characteristics of the correction processing for each order. FIG. 6 is a diagram illustrating gain characteristics of the first weighted sound pressure adjustment process. FIG. 7 is a waveform diagram of an engine pulse. FIG. 8 is a shift characteristic diagram of an AT vehicle. FIG. 9 is a diagram illustrating a gain characteristic of the second weighted sound pressure adjustment process. FIG. 10 is a conceptual diagram for explaining the double weighted sound pressure adjustment processing. FIG. 11 is a diagram illustrating gain characteristics used in the double weighting sound pressure adjustment processing. FIG. 12 is a diagram illustrating another example of gain characteristics used in the double weighting sound pressure adjustment processing. It is a figure which shows the modification of the sound effect generator which concerns on this invention. FIG. 14 is a block diagram showing a configuration of a sound effect generator as a conventional technique.

Explanation of symbols

14 ... Speaker (output means) 16 ... Waveform data table 18 ... Reference signal generator (reference signal generation means)
23 ... Rotational frequency detector (rotational frequency detection means)
68. Frequency change calculator (frequency change calculator)
101, 101A ... Sound effect generator fe ... Engine rotation frequency P1, P2, P3 ... Ratio value Sc11, Sc12, Sc13, Sc21, Sc22, Sc23, Sc31, Sc32, Sc33 ... Intermediate signal Sc ... Control signal Sr1, Sr2, Sr3 ... Reference signals Y, Y1, Y2, Y2'Y3 ... Gain Δaf ... Change amount of engine rotation frequency

Claims (9)

A sound effect generator for generating a sound effect based on the rotational frequency of an engine,
A waveform data table for storing waveform data for one period;
A reference signal generating means for generating a harmonic reference signal based on the rotation frequency by sequentially reading the waveform data from the waveform data table;
Control means for generating a control signal from the reference signal;
Rotational frequency variation calculation means for calculating a rotational frequency variation that is a variation per unit time of the rotational frequency;
Output means for outputting the control signal as a sound effect;
With
The control means sets a gain value for amplifying the reference signal for each combination of the rotation frequency and the amount of change in the rotation frequency, and amplifies the reference signal using the set gain value. Sound effect generator. The sound effect generator according to claim 1,
The reference signal generating means generates a plurality of reference signals having different orders,
The control means sets the gain value for each of the plurality of reference signals, amplifies the plurality of reference signals using the set gain value, adds the amplified reference signals, and performs the control A sound effect generator for generating a signal. The sound effect generator according to claim 1 or 2,
The value of the gain can be changed within a certain range for each rotation frequency,
The certain range is divided into a range determined by the rotational frequency and a range determined by the rotational frequency change amount,
The range determined by the rotation frequency extends as the rotation frequency increases. The sound effect generator according to any one of claims 1 to 3,
The gain value set for each combination of the rotation frequency and the rotation frequency change amount includes a gain value determined according to the rotation frequency and a gain value determined according to the rotation frequency change amount. A sound effect generator characterized by the sum of The sound effect generator according to claim 4,
The gain value determined according to the rotation frequency is constant in the low speed range, increases linearly in the medium speed range, and is constant in the high speed range. A sound effect generator for generating a sound effect based on the rotational frequency of an engine,
A waveform data table for storing waveform data for one period;
A reference signal generating means for generating a harmonic reference signal based on the rotation frequency by sequentially reading the waveform data from the waveform data table;
Control means for generating a control signal from the reference signal;
Rotational frequency variation calculation means for calculating a rotational frequency variation that is a variation per unit time of the rotational frequency;
Output means for outputting the control signal as a sound effect;
With
The control means includes
A value of a first gain for amplifying the reference signal is set corresponding to the rotation frequency;
A value of a second gain for amplifying the reference signal is set in correspondence with the rotation frequency change amount;
The sound effect generating apparatus, wherein the control signal is generated by amplifying the reference signal using the set first and second gain values. The sound effect generator according to claim 6,
The reference signal generating means generates a plurality of reference signals having different orders,
The control means sets the first and second gain values for each of the plurality of reference signals, amplifies the plurality of reference signals using the set first and second gain values, The sound effect generating apparatus, wherein the control signal is generated by adding the amplified reference signals. The sound effect generator according to claim 6 or 7,
The sum of the value of the first gain and the maximum value of the second gain is constant for each rotation frequency,
The value of the first gain increases with an increase in the rotational frequency. The sound effect generator according to any one of claims 6 to 8,
The value of the first gain is constant in a low speed range, increases linearly in a medium speed range, and is constant in a high speed range.

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