JP2008230341A - Active type sound control system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an active type sound control system capable of properly carrying out motion control of an ANC device and an ASC device. <P>SOLUTION: This active type sound control system 10 for the vehicle has: a function of the ANC device; a function of the ASC device; and a control circuit 50 to change over the function of the ANC device and the function of the ASC device over to each other by using a threshold value T1 concerning engine speed Ne[rpm] and a threshold value T2 concerning engine speed variation ΔNe[rpm/second]. The control circuit 50 changes the threshold values T1, T2 used to change the functions over to each other according to a normal travelling mode, a sport travelling mode and a luxury travelling mode. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an active noise control device for a vehicle having an active noise control device for reducing vehicle interior noise in accordance with the operation of the engine and an active sound effect generator for outputting sound effect in accordance with the engine speed into the vehicle interior. The present invention relates to an acoustic control system.

  Active noise control apparatus (hereinafter referred to as “ANC apparatus”) and active sound effect generator (Active Sound Control Apparatus) (devices for controlling sound related to vehicle interior noise) (Hereinafter referred to as “ASC device”).

  The ANC device reduces the noise by generating a canceling sound for the noise generated in the vehicle interior in accordance with the operation (vibration) of the engine mounted on the vehicle. That is, in the ANC device, the vehicle interior noise is detected by the microphone disposed in the vicinity of the passenger's ear position in the vehicle interior, and a canceling sound having an opposite phase to the vehicle interior noise is output from the speaker in the vehicle interior. The interior noise at the position of the microphone is reduced (see, for example, Patent Document 1 and Patent Document 2).

  In addition, the ASC device enhances the acoustic effect in the passenger compartment by, for example, enhancing the speed change of the vehicle by generating a sound effect synchronized with the noise. That is, in the ASC device, for the reference signal based on the engine speed [rpm] or the harmonic signal corresponding to this reference signal, the order of these signals, the engine speed, the vehicle speed change amount [km / hour / second], etc. Using the control parameter, a sound effect that enhances the effect in the vehicle compartment is output from the speaker to the vehicle compartment (see, for example, Patent Document 3).

  Furthermore, an active acoustic control system using an ANC device and an ASC device in combination has also been developed (see, for example, Patent Document 4 and Patent Document 5). In Patent Document 4, the ANC device and the ASC device always operate. In Patent Document 5, in order to avoid interference between the ANC device and the ASC device, changes in the engine rotation frequency [Hz] and the engine rotation frequency per unit time. The operation and stop of the ANC device and the ASC device are associated with each other according to the combination of the amount (engine rotation frequency change amount) [Hz / second] (see FIG. 4 of Patent Document 5).

JP 2004-361721 A JP 2006-084532 A JP 2006-301598 A Japanese Patent No. 3261128 JP 2006-327540 A

  However, the invention of Patent Document 5 also has room for using the ANC device and the ASC device in a more appropriate situation.

  The present invention has been made in consideration of such problems, and an object thereof is to provide an active acoustic control system for a vehicle that can more appropriately control the operation of an ANC device and an ASC device. .

  An active acoustic control system for a vehicle according to the present invention includes an active noise control device (hereinafter referred to as “ANC”) that generates a canceling sound of noise generated in a vehicle interior in accordance with an operation of an engine mounted on the vehicle to reduce the noise. An active sound effect generator (hereinafter referred to as an “ASC device”) that generates a sound effect synchronized with the noise to enhance the acoustic effect in the vehicle interior, and the vehicle speed or Operation of the ANC device using a threshold value set for the engine speed, a threshold value set for the speed change amount of the vehicle or a threshold value set for the engine speed change amount, or both threshold values And an operation switching means for switching between the operations of the ASC device, wherein the operation switching means is a compound capable of setting the threshold used for switching the operation in the vehicle. And changes according to each driving mode.

  According to this invention, the operating range of the ANC device and the operating range of the ASC device can be set according to the travel mode of the vehicle. For this reason, it becomes possible to perform operation control of an ANC device and an ASC device more appropriately.

  The ANC device preferably changes an output characteristic of the sound effect according to the plurality of travel modes. Thereby, it is possible to output a sound effect according to the travel mode, and a more suitable acoustic effect can be achieved.

  The plurality of driving modes include a normal driving mode as an initial setting, a high damping force mode in which a damping characteristic of a suspension mounted on the vehicle is set higher than the normal driving mode, and the damping characteristic is the normal driving mode. A low damping force mode that is set lower than the driving mode, or both modes, wherein the operation switching means sets the threshold value in the high damping force mode lower than the threshold value in the normal driving mode. The threshold value in the low damping force mode may be set higher than the threshold value in the normal running mode.

  Generally, in the high damping force mode, it is considered that the driver often enjoys driving. For this reason, in the high damping force mode, it is possible to generate a more favorable environment by setting the threshold value low and widening the operating range of the ASC device. On the other hand, in the low damping force mode, it is considered that the driver often wants to drive silently for the purpose of moving. For this reason, in the low damping force mode, a more favorable environment can be generated by setting the threshold value high and widening the operating range of the ANC device.

  In addition, the vehicle includes an automatic transmission, and the plurality of travel modes include a normal travel mode as an initial setting, and the engine speed at which the automatic transmission shifts up for each shift speed is the normal travel. It is preferable that the operation switching means sets the threshold value in the high torque mode to be lower than the threshold value in the normal travel mode.

  Generally, in the high torque mode, it is considered that the driver often enjoys driving. For this reason, in the high torque mode, it is possible to generate a more favorable environment by setting the threshold value low and widening the operating range of the ASC device.

  According to this invention, the operating range of the ANC device and the operating range of the ASC device can be set according to the travel mode of the vehicle. For this reason, it becomes possible to perform operation control of an ANC device and an ASC device more appropriately.

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

[1. System configuration]
(1) Overall Configuration of System 10 FIG. 1 is a block diagram showing a schematic configuration of a vehicular active acoustic control system 10 (hereinafter also referred to as “system 10”) according to an embodiment of the present invention. The system 10 is mounted on a vehicle equipped with an automatic transmission {for example, a torque converter type automatic transmission or a continuously variable transmission (CVT)}. The system 10 has both functions of an ANC device and an ASC device.

  The system 10 includes an engine rotation frequency detection circuit 12, a reference signal generation circuit 14, a waveform data table 16, a rotation frequency change amount calculation circuit 18, and an active noise control circuit 20 (hereinafter also referred to as “ANC circuit 20”). ), An active sound effect generating circuit 30 (hereinafter also referred to as “ASC circuit 30”), a traveling mode detecting means 40, a control circuit 50, a function changeover switch 52, a speaker 60, and a microphone 70. Have.

  The function of the ANC device in the system 10 is realized by the engine rotation frequency detection circuit 12, the reference signal generation circuit 14, the waveform data table 16, the ANC circuit 20, the speaker 60, and the microphone 70 among the above-described components.

  The function of the ASC device in the system 10 includes the engine rotation frequency detection circuit 12, the reference signal generation circuit 14, the waveform data table 16, the rotation frequency variation calculation circuit 18, the ASC circuit 30, and the speaker among the above components. 60.

  Among the above components, the traveling mode detection means 40, the control circuit 50, and the function changeover switch 52 are used to switch the function as the ANC device and the function as the ASC device.

  In FIG. 1, only one speaker 60 and one microphone 70 are shown. However, in order to facilitate understanding of the invention, a plurality of speakers 60 and microphones 70 are used according to the use of the system 10. You can also. In that case, the number of other components is also changed as appropriate.

(2) ANC device For the processing as the ANC device in the system 10, for example, the processing described in Patent Literature 1 and Patent Literature 2 can be basically used.

  That is, the frequency (engine rotation frequency fe) [Hz] of the engine pulse Ep is detected by the engine rotation frequency detection circuit 12 such as a frequency counter. Next, the reference signal generation circuit 14 generates a cosine wave and / or sine wave reference signal Sr based on the engine rotational frequency fe. The adaptive filter 22 of the ANC circuit 20 performs an adaptive filter process on the reference signal Sr. The signal after the adaptive filter processing (correction signal Sd) is converted into an analog signal by a digital / analog converter (D / A converter) (not shown), and a canceling sound based on the correction signal Sd after analog processing is output from the speaker 60. An error between the noise accompanying the operation of the engine and the canceling sound is detected by the microphone 70, and an error signal e is output.

  The filter coefficient used in the adaptive filter 22 is an ANC that performs a least squares (LMS) algorithm calculation using the reference signal Sr subjected to the transfer function processing in the correction circuit 24 of the ANC circuit 20 and the error signal e from the microphone 70. It is updated in the filter coefficient update circuit 26 of the circuit 20.

(3) ASC device Moreover, the process as the said ASC apparatus in the system 10 can use the process described in patent document 3 fundamentally, for example.

  That is, as described above, the engine rotation frequency fe is detected by the engine rotation frequency detection circuit 12. Next, the reference signal generation circuit 14 generates a reference signal Sr based on the engine rotation frequency fe and the waveform data stored in the waveform data table 16. The ASC circuit 30 performs signal processing such as adding a gain to the reference signal Sr. A signal (control signal Sc) after signal processing is converted into an analog signal by a D / A converter (not shown), and a sound effect based on the control signal Sc after analog conversion is output from the speaker 60. In the signal processing in the ASC circuit 30, the engine rotation frequency change amount Δaf (change amount per unit time of the engine rotation frequency fe) [Hz / second] transmitted from the rotation frequency change amount calculation circuit 18 is used as a reference signal. The gain used for Sr is adjusted. The reference signal Sr supplied to the ASC circuit 30 may be a plurality of harmonic signals that are higher frequency signals based on the engine rotation frequency fe, as disclosed in Patent Document 3.

  As the signal processing described above for the reference signal Sr, flattening processing by the flattening processor 32, frequency emphasis processing by the frequency enhancer 34, correction processing by each order by the order correcting device 36, and acceleration adjustment by the sound pressure adjuster 38. Processing is included.

  The flattening process is a process of generating a sound effect having a linear feeling at the occupant position according to the engine rotation frequency fe [Hz] (see paragraphs [0044] to [0051] and [0096] of Patent Document 3). .

  The frequency enhancement process is a process as a so-called equalizer that enhances only an acoustic signal having a desired frequency (see paragraphs [0054] to [0057] and [0096] of Patent Document 3).

  The order correction process is a process of correcting the timbre by adjusting the gain characteristics of a plurality of harmonic signals for each order (see paragraphs [0063] and [0097] of Patent Document 3).

  The acceleration adjustment process changes the gain characteristic used for the reference signal Sr or its harmonic signal according to the engine rotation frequency change amount Δaf [Hz / second], which is the change amount per unit time of the engine rotation frequency fe [Hz]. This is a process of generating sound effects according to acceleration (see paragraphs [0081] to [0089] and [0099] of Patent Document 3).

(4) Traveling mode detection means 40
The travel mode detection means 40 detects the travel mode of the vehicle on which the system 10 is mounted, and outputs a travel mode signal Sm indicating the travel mode.

  The driving mode detection means 40 according to the present embodiment includes a sports driving mode setting switch 42 for setting a sports driving mode and a luxury driving mode setting switch 44 for setting a luxury driving mode. Since the sports travel mode setting switch 42 and the luxury travel mode setting switch 44 exist, the system 10 adds a normal travel mode as an initial setting in which these travel modes are not set to the sport travel mode and the luxury travel mode. Three travel modes are used.

  The sport driving mode is a driving mode for realizing a sportier driving. For example, a damping characteristic of a damper (not shown) is set higher than that in the normal driving mode. In addition, since the vehicle includes the automatic transmission (torque converter type automatic transmission, CVT, etc.), the engine speed at which the automatic transmission shifts up for each gear stage is set higher than in the normal travel mode. You can also.

  The luxury travel mode is a travel mode for realizing a quieter indoor space. For example, the damping characteristic of a damper (not shown) is set lower than that in the normal travel mode.

  The sport travel mode setting switch 42 and the luxury travel mode setting switch 44 can be provided, for example, on a side surface of a steering (not shown). Alternatively, a setting position of these travel modes may be provided as one of the selection positions of a select lever (not shown), and the function of the sport travel mode setting switch 42 or the luxury travel mode setting switch 44 may be given to the select lever.

(5) Control circuit 50 and function selector switch 52 (operation switching means)
The control circuit 50 includes the engine rotation frequency fe transmitted from the engine rotation frequency detection circuit 12, the engine rotation frequency change amount Δaf transmitted from the rotation frequency change amount calculation circuit 18, and the travel transmitted from the travel mode detection means 40. Based on the mode signal Sm, it is selected whether to use the function as the ANC device or the function as the ASC device. Based on this selection result, the function changeover switch 52 is switched by transmitting a function changeover signal Ss to the function changeover switch 52, and the selected function is executed. The selection method will be described later.

  Further, the control circuit 50 transmits a parameter change signal Sp to the ASC circuit 30 based on the travel mode signal Sm. Details of the parameter change signal Sp will be described later.

  As described above, the function selector switch 52 switches the function of the ANC device and the function of the ASC device based on the function switching signal Ss from the control circuit 50. The function changeover switch 52 can change the path by hardware such as a contact switch, or can change the path by software processing. Further, the ANC device or the ASC device may be selected by transmitting an output request signal from the control circuit 50 to only one of the ANC circuit 20 and the ASC circuit 30.

[2. Switching process between ANC device and ASC device]
(1) Outline of Processing FIG. 2 shows a simplified flowchart for switching between the function of the ANC device and the function of the ASC device in the vehicle active acoustic control system 10.

  In step S1, when the system 10 is turned on, the driving mode detection means 40 determines that the vehicle driving mode is the normal driving mode, the sports driving mode setting switch 42 and the luxury driving mode setting switch 44 based on the set states. It is determined whether the travel mode or the luxury travel mode. Then, a travel mode signal Sm indicating the determined travel mode is transmitted to the control circuit 50.

  In step S2, the control circuit 50, based on the travel mode signal Sm from the travel mode detection means 40, a threshold T1 of the engine speed Ne [rpm] (a value that is 60 times the engine speed fe [Hz]), the engine T A threshold value T2 of an engine speed change amount ΔNe [rpm / second] (a value that is 60 times the engine speed frequency change amount Δaf / second [Hz]), which is a change amount per unit time of the rotation speed Ne, is determined.

  That is, when the current travel mode is the normal travel mode, the control circuit 50 sets the threshold value T1 of the engine speed Ne to 2500 rpm and sets the threshold value T2 of the engine speed change amount ΔNe to 80 rpm / second, as shown in FIG. 3A. And When the current travel mode is the sport travel mode, the control circuit 50 reduces the threshold value T1 of the engine speed Ne from 2500 rpm in the normal travel mode to 800 rpm as shown in FIG. The threshold value T2 is reduced from 80 rpm / second in the normal running mode to 20 rpm / second. When the current travel mode is the luxury travel mode, as shown in FIG. 3C, the control circuit 50 increases the threshold value T1 of the engine speed Ne from 2500 rpm in the normal travel mode to 3500 rpm, and changes the engine speed change amount ΔNe. The threshold value T2 is increased from 80 rpm / second to 100 rpm / second.

  Returning to FIG. 2, in step S3, the control circuit 50 selects either the function of the ANC device or the function of the ASC device using the threshold values T1 and T2 determined in step S2, and the function changeover switch is selected in accordance with this selection. 52 is switched.

  That is, when the current traveling mode is the normal traveling mode, the control circuit 50 has an actual engine speed Ne obtained by multiplying the engine rotational frequency fe transmitted from the engine rotational frequency detection circuit 12 by 60 times less than 2500 rpm. And the actual engine speed change amount ΔNe obtained by multiplying the engine speed frequency change amount Δaf transmitted from the rotational frequency change amount calculation circuit 18 by 60 times is less than 80 rpm / second. The function selector switch 52 is switched so as to be effective (see FIG. 3A). On the other hand, when the actual engine speed Ne is 2500 rpm or more, or when the actual engine speed change ΔNe is 80 rpm / second or more even if the actual engine speed Ne is less than 2500 rpm, the control circuit 50 Switches the function selector switch 52 so that the function of the ASC device is enabled.

  Further, when the current driving mode is the sports driving mode, the control circuit 50 determines that the ANC when the actual engine speed Ne is less than 800 rpm and the actual engine speed change amount ΔNe is less than 20 rpm / second. The function selector switch 52 is switched so that the function of the device is enabled (see FIG. 3B). On the other hand, when the actual engine speed Ne is 800 rpm or more, or even if the actual engine speed Ne is less than 800 rpm, the actual engine speed change ΔNe is 20 rpm / second or more, the control circuit 50 Switches the function selector switch 52 so that the function of the ASC device is enabled. In other words, the function of the ANC device is used when the vehicle is stopped or the engine is idle, and the ASC device is used otherwise. In the sport running mode, the control circuit 50 can be set so that the function of the ASC device is always enabled and the function of the ANC device is not used.

  When the current travel mode is the luxury travel mode, the control circuit 50 determines that the ANC device has an actual engine speed Ne of less than 3500 rpm and the actual engine speed change ΔNe is less than 100 rpm / second. The function selector switch 52 is switched so that the function becomes effective (see FIG. 3C). On the other hand, when the actual engine speed Ne is 3500 rpm or more, or even when the actual engine speed Ne is less than 3500 rpm, the actual engine speed change amount ΔNe is 100 rpm / second or more, the control circuit 50 Switches the function selector switch 52 so that the function of the ASC device is enabled.

  In the sport running mode, the control circuit 50 sends a parameter change signal indicating the sport running mode to the flattening processor 32, the frequency enhancer 34, the order corrector 36 and the sound pressure adjuster 38 of the ASC circuit 30. Sp is transmitted (see FIG. 1). The flattening processor 32 that has received the parameter change signal Sp increases the gain characteristic used there by, for example, 3 dB relative to the gain characteristic in the normal travel mode.

  That is, when the gain characteristic representing the actual sound field characteristic from the speaker (not shown) to the passenger position is the gain characteristic C00 shown in FIG. 4A, the gain characteristic of the flattening processor 32 in the normal travel mode is the gain characteristic of FIG. 4B. Set to Ci00. As a result, the gain characteristic corrected by the flattening processor 32 is, as shown by the gain characteristic C1 in FIG. 4C, unless the processing of the frequency enhancer 34, the order corrector 36, and the sound pressure adjuster 38 is taken into consideration. This is a characteristic in which sound having a flat sound pressure with respect to the frequency can be heard (see paragraphs [0037] to [0040] and [0044] to [0048] of Patent Document 3).

  When the current running mode is the sport running mode, the gain characteristic of the flattening processor 32 is the gain characteristic Ci00a in FIG. 4B. The gain characteristic Ci00a is obtained by increasing the gain characteristic Ci00 in the normal travel mode by 3 dB. As a result, the gain characteristic corrected by the flattening processor 32 becomes a gain characteristic C2 (FIG. 4C) higher than the gain characteristic C1 in the normal travel mode.

  Further, the frequency enhancer 34 that has received the parameter change signal Sp in the sport running mode increases the maximum value of the gain characteristic used therein by 2 dB, for example, with respect to the maximum value of the gain characteristic in the normal running mode. That is, as shown in FIG. 5, the maximum value of the gain characteristic Ceh1 of the frequency enhancer 34 in the sport running mode is set 2 dB higher than the maximum value of the gain characteristic Ceh of the frequency enhancer 34 in the normal running mode.

  The order corrector 36 that receives the parameter change signal Sp for the sport running mode performs order correction using a gain characteristic different from that for the normal running mode. That is, as shown in FIG. 6, when the signal processed by the order corrector 36 is a fourth-order, fifth-order, or sixth-order signal with respect to the engine rotation frequency fe, the order-specific corrector 36 in the normal travel mode. The gain characteristics used in the above are the gain characteristics 80, 82, 84 for each order, while the gain characteristics used in the order corrector 36 in the sport running mode are set to the gain characteristics 80a, 82a, 84a for each order.

  The sound pressure adjuster 38 that has received the parameter change signal Sp for the sport running mode increases the maximum gain characteristic value used there by, for example, 5 dB relative to the maximum gain characteristic value for the normal running mode. That is, as shown in FIG. 7, the maximum value of the gain characteristic 86a of the sound pressure adjuster 38 in the sport running mode is set 5 dB higher than the maximum value of the gain characteristic 86 of the sound pressure adjuster 38 in the normal running mode. .

  As in the sport driving mode, the control circuit 50 in the luxury driving mode is a parameter that indicates the luxury driving mode for the flattening processor 32, the frequency enhancer 34, the order corrector 36, and the sound pressure adjuster 38 of the ASC circuit 30. A change signal Sp is transmitted (see FIG. 1).

  However, in the luxury travel mode, the gain characteristic is set lower than that in the normal travel mode, contrary to the case of the sport travel mode. That is, as shown in FIG. 4B, the gain characteristic Ci00b used in the flattening processor 32 in the luxury travel mode is set, for example, 2 dB lower than the gain characteristic Ci00 used in the flattening processor 32 in the normal travel mode. The As a result, the gain characteristic corrected by the flattening processor 32 becomes a gain characteristic C3 (FIG. 4C) lower than the gain characteristic C1 in the normal travel mode.

  Further, as shown in FIG. 5, the maximum value of the gain characteristic Ceh2 of the frequency enhancer 34 in the luxury travel mode is set 2 dB lower than the maximum value of the gain characteristic Ceh of the frequency enhancer 34 in the normal travel mode.

  Further, as shown in FIG. 6, the gain characteristics 80b, 82b, 84b of the order corrector 36 in the luxury travel mode are set as characteristics different from the gain characteristics 80, 82, 84 of the order corrector 36 in the normal travel mode. Is done.

  Furthermore, as shown in FIG. 7, the maximum value of the gain characteristic 86b of the sound pressure adjuster 38 in the luxury travel mode is set to be 3 dB lower than the maximum value of the gain characteristic 86 of the sound pressure adjuster 38 in the normal travel mode. The

  In step S4 of FIG. 2, the system 10 performs processing using the function of the ANC device or ASC device selected by the control circuit 50, and then returns to step S1. The processes of steps S1 to S4 are continued until the system 10 is turned off.

(2) Specific Processing Flow of Control Circuit 50 FIG. 8 shows a flowchart showing processing in the control circuit 50 for realizing the processing described in the flowchart of FIG.

  In step S10, the control circuit 50 determines whether the current travel mode is the normal travel mode, the sport travel mode, or the luxury travel mode based on the travel mode signal Sm transmitted from the travel mode detection means 40. .

  In step S10, when the current travel mode is the normal travel mode, in step S21, the control circuit 50 determines whether or not the engine speed Ne is 2500 rpm or more. When the engine speed Ne is 2500 rpm or more, in step S22, the control circuit 50 switches the function selector switch 52 so that the function of the ASC device is enabled. That is, the control circuit 50 transmits a function switching signal Ss to the function selector switch 52 so as to connect to the ASC circuit 30.

  In step S21, when the engine speed Ne is less than 2500 rpm, in step S23, the control circuit 50 determines whether or not the engine speed change amount ΔNe is 80 rpm / second or more. When the engine speed change amount ΔNe is 80 rpm / second or more, in step S22, the control circuit 50 switches the function selector switch 52 so that the function of the ASC device is enabled.

  In step S23, when the engine speed change amount ΔNe is less than 80 rpm / second, in step S24, the control circuit 50 switches the function selector switch 52 so that the function of the ANC device is enabled.

  In step S10, when the current travel mode is the sport travel mode, in step S31, the control circuit 50 decreases the threshold value T1 of the engine speed Ne to 800 rpm and sets the threshold value T2 of the engine speed change amount ΔNe to 20 rpm / Decrease to seconds.

  In subsequent step S32, the control circuit 50 determines whether or not the engine speed Ne is 800 rpm or more. When the engine speed Ne is 800 rpm or more, in step S33, the control circuit 50 controls the gain in the flattening processor 32, the frequency enhancer 34, the order corrector 36, and the sound pressure adjuster 38 with respect to the ASC circuit 30. A parameter change signal Sp for increasing each characteristic is transmitted. Next, in step S34, the control circuit 50 switches the function selector switch 52 so that the function of the ASC device is enabled.

  In step S32, when the engine speed Ne is less than 800 rpm, in step S35, the control circuit 50 determines whether or not the engine speed change amount ΔNe is 20 rpm / second or more. When the engine speed change amount ΔNe is 20 rpm / second or more, the control circuit 50 performs the processes of steps S33 and S34 described above.

  In step S35, when the engine speed change amount ΔNe is less than 20 rpm / second, in step S36, the control circuit 50 switches the function selector switch 52 so that the function of the ANC device is enabled.

  In step S10, when the current travel mode is the luxury travel mode, in step S41, the control circuit 50 increases the threshold T1 of the engine speed Ne to 3500 rpm and sets the threshold T2 of the engine speed change amount ΔNe to 100 rpm. Increase to / sec.

  In subsequent step S42, the control circuit 50 determines whether or not the engine speed Ne is 3500 rpm or more. When the engine speed Ne is 3500 rpm or more, in step S43, the control circuit 50 controls the gain in the flattening processor 32, the frequency enhancer 34, the order corrector 36, and the sound pressure adjuster 38 with respect to the ASC circuit 30. A parameter change signal Sp for reducing the respective characteristics is transmitted. Next, in step S44, the control circuit 50 switches the function selector switch 52 so that the function of the ASC device is enabled.

  In step S42, when the engine speed Ne is less than 3500 rpm, in step S45, the control circuit 50 determines whether or not the engine speed change amount ΔNe is 100 rpm / second or more. When the engine speed change amount ΔNe is 100 rpm / second or more, the control circuit 50 performs the processes of steps S43 and S44 described above.

  In step S45, when the engine speed change amount ΔNe is less than 100 rpm / second, in step S46, the control circuit 50 switches the function selector switch 52 so that the function of the ANC device is enabled.

  After the processes of steps S22, S24, S34, S36, S44, and S46, the process returns to step S10. Each of the above steps continues until the system 10 is powered off.

[3. Effects in this embodiment]
As described above, the vehicle active acoustic control system 10 according to the present embodiment includes the function of the ANC device, the function of the ASC device, the threshold T1 set for the engine speed Ne, and the engine speed change amount. A control circuit 50 that switches between the function of the ANC device and the function of the ASC device using the threshold value T2 set for ΔNe, and the control circuit 50 uses the threshold value T1 used for switching the function. , T2 is changed according to each of a plurality of travel modes (normal travel mode, sport travel mode, and luxury travel mode).

  According to such a configuration, the operating range of the ANC device and the operating range of the ASC device can be set according to the travel mode of the vehicle. For this reason, it becomes possible to perform operation control of an ANC device and an ASC device more appropriately.

  Further, the ASC circuit 30 changes gain characteristics in the flattening processor 32 and the sound pressure adjuster 38 in accordance with a plurality of travel modes. Thereby, it is possible to output a sound effect according to the travel mode, and a more suitable acoustic effect can be achieved.

  Further, the plurality of driving modes include a normal driving mode as an initial setting, a sports driving mode as a high damping force mode in which a damping characteristic of a suspension mounted on the vehicle is set higher than the normal driving mode, and the damping characteristic. The control circuit 50 sets the threshold values T1 and T2 in the sport driving mode to be lower than the threshold values T1 and T2 in the normal driving mode. The thresholds T1 and T2 in the luxury travel mode are set higher than the thresholds T1 and T2 in the normal travel mode.

  In general, it is considered that the driver often enjoys driving in the sports driving mode as the high damping force mode. For this reason, in the sport running mode, it is possible to generate a more preferable environment by setting the thresholds T1 and T2 low and widening the operation range of the ASC device. On the other hand, in the luxury travel mode as the reduction speed mode, it is considered that the driver often wants to quietly drive for the purpose of moving. For this reason, in the luxury travel mode, it is possible to generate a more preferable environment by setting the thresholds T1 and T2 high and widening the operation range of the ANC device.

  In the above embodiment, the vehicle on which the system 10 is mounted includes an automatic transmission, and the plurality of travel modes include a normal travel mode as an initial setting, and the automatic transmission performs upshifting for each shift stage. And a sports driving mode as a high torque mode in which the engine speed Ne is set higher than the normal driving mode, and the control circuit 50 sets the thresholds T1 and T2 in the sports driving mode and the thresholds T1 and T2 in the normal driving mode. Set lower than.

  In general, it is considered that in the sports driving mode as the high torque mode, the driver often enjoys driving. For this reason, in the sport driving mode, it is possible to generate a more preferable environment by setting the threshold values T1 and T2 low and widening the operation range of the ASC device.

[4. Application of the present invention]
The present invention is not limited to the above-described embodiments, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configurations (1) to (4) can be adopted.

(1) Vehicle to which system 10 can be applied In the above embodiment, a vehicle equipped with an automatic transmission such as a torque converter type automatic transmission or CVT is cited as a vehicle on which system 10 is mounted. The vehicle is not limited to this as long as the vehicle has an effect of switching between the device and the ASC device. For example, the system 10 can be used for a vehicle having a manual transmission (MT) or an automatic manual mission (automatic MT).

(2) Threshold Value In the above embodiment, the threshold value T1 set for the engine speed Ne and the engine speed change amount ΔNe are set as a reference for switching the operating range of the ANC device and the operating range of the ASC device. Although the threshold value T2 is used, the threshold value T2 is not limited to this as long as it is appropriate as a reference for switching the operation range of the ANC device and the operation range of the ASC device.

  For example, a configuration using only one of the threshold value T1 set for the engine speed Ne or the threshold value T2 set for the engine speed change amount ΔNe is also possible. Further, instead of the threshold value T1 set for the engine speed Ne, a threshold value set for the vehicle speed v is used and set for the vehicle speed change amount Δv instead of the engine speed change amount ΔNe. A threshold can also be used. Further, the threshold values T1 and T2 can be set using a combination of the negative pressure of the intake manifold and the negative pressure change amount, and a combination of the accelerator opening and the accelerator opening change amount.

  Further, the threshold value can be appropriately changed according to conditions such as the type of vehicle on which the system 10 is mounted.

(3) Travel Mode In the above embodiment, the normal travel mode, the sport travel mode, and the luxury travel mode are used as the travel mode of the vehicle. However, if the travel mode is related to the operation control of the ANC device and the ASC device, Not limited.

  For example, when the vehicle includes an automatic transmission configured to allow manual shift change according to the driver's selection, when a plurality of driving modes does not select the manual shift change. And a manual shift mode when the driver selects the manual shift change, and the control circuit 50 sets the threshold value in the manual shift mode from the threshold value in the automatic shift mode. It is also possible to set a higher value.

  In general, in the manual shift mode, it is considered that the driver often enjoys driving. For this reason, in the manual shift mode, a more favorable environment can be generated by setting the threshold value low and widening the operating range of the ASC device.

  Whether or not the driver has selected manual shift change can be determined, for example, according to the position of the select lever or the setting of a manual shift change button provided on the steering wheel.

  The plurality of driving modes include a normal driving mode as an initial setting and an automatic constant speed driving mode for automatically driving the vehicle at a constant speed, and the control circuit 50 sets a threshold value in the automatic constant speed driving mode. A configuration in which the threshold value is set higher than the threshold value in the normal travel mode is also possible.

  In the automatic constant speed running mode, it is considered that the driver often wants to drive silently for the purpose of moving. For this reason, in the automatic constant speed running mode, a more preferable environment can be generated by setting the threshold value high and widening the operating range of the ANC device.

  Whether or not the automatic constant speed traveling mode is selected can be determined, for example, by setting an automatic constant speed traveling mode setting switch provided in the steering.

(4) Others In the above embodiment, the parameter change signal Sm is transmitted from the control circuit 50 to the ASC circuit 30 in the sport running mode and the luxury run mode. However, a configuration in which the parameter change signal Sm is not transmitted is also possible.

  In addition, the change in the control characteristic of the sound effect performed by the ASC circuit 30 that has received the parameter change signal Sm can be improved as appropriate. For example, the change degree of the gain characteristic used in the flattening processor 32 or the sound pressure adjuster 38 can be changed as appropriate.

1 is a functional block diagram of a vehicle active acoustic control system according to an embodiment of the present invention. It is a simple flowchart which shows the process which switches the function of an ANC apparatus and the function of an ASC apparatus using the active acoustic control system for vehicles of FIG. 3A to 3C are diagrams showing the operation range of the ANC device and the operation range of the ASC device for each travel mode. FIG. 4A is a diagram illustrating gain characteristics representing actual sound field characteristics from the speaker to the occupant position. FIG. 4B is a diagram illustrating gain characteristics of the flattening processor in each travel mode. FIG. 4C is a diagram illustrating gain characteristics after correction by the flattening processor in each travel mode. FIG. 5 is a diagram illustrating gain characteristics of the frequency enhancer in each travel mode. FIG. 6 is a diagram showing gain characteristics of the order corrector in each travel mode. FIG. 7 is a diagram illustrating gain characteristics of the sound pressure adjuster in each travel mode. It is a flowchart which shows the process of the control circuit for performing the process which switches the function of an ANC apparatus and the function of an ASC apparatus using the active acoustic control system for vehicles of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Active acoustic control system for vehicles 12 ... Engine rotational frequency detection circuit 14 ... Reference signal generation circuit 16 ... Waveform data table 18 ... Rotational frequency variation calculation circuit 20 ... ANC circuit 30 ... ASC circuit 32 ... Flattening processor 38 DESCRIPTION OF SYMBOLS ... Sound pressure adjuster 40 ... Traveling mode detection means 42 ... Sport driving mode setting switch 44 ... Luxury driving mode setting switch 50 ... Control circuit 52 ... Function changeover switch 60 ... Speaker 70 ... Microphone fe ... Engine rotational frequency Ne ... Engine rotational speed Sm: Traveling mode signal T1: Threshold value T2 related to engine speed ... Threshold value related to engine speed change amount Δaf ... Engine speed change amount ΔNe ... Engine speed change amount

Claims (4)

An active noise control device for reducing the noise by generating a canceling sound of noise generated in the passenger compartment in response to an operation of an engine mounted on the vehicle;
An active sound effect generator for generating sound effects synchronized with the noise to enhance the sound effect in the vehicle compartment;
Using a threshold value set for the speed of the vehicle or the engine speed, a threshold value set for the speed change amount of the vehicle or the engine speed change amount, or both threshold values, An operation switching means for switching between the operation of the active noise control device and the operation of the active sound effect generator;
An active acoustic control system for a vehicle having
The vehicle active acoustic control system, wherein the operation switching means changes the threshold used for switching the operation according to each of a plurality of travel modes that can be set for the vehicle. The vehicle active acoustic control system according to claim 1,
The vehicle active sound control system, wherein the active sound effect generator changes an output characteristic of the sound effect according to the plurality of travel modes. The active acoustic control system for a vehicle according to claim 1 or 2,
The plurality of driving modes are:
Normal driving mode as an initial setting,
Driving in the high damping force mode in which the damping characteristic of the suspension mounted on the vehicle is set higher than that in the normal driving mode, in the low damping force mode in which the damping characteristic is set lower than in the normal driving mode, or both Mode,
Including
The operation switching means is
The threshold value in the high damping force mode is set lower than the threshold value in the normal running mode;
The active acoustic control system for vehicles, wherein the threshold value in the low damping force mode is set higher than the threshold value in the normal driving mode. The active acoustic control system for a vehicle according to claim 1 or 2,
The vehicle includes an automatic transmission,
The plurality of driving modes are:
Normal driving mode as an initial setting,
A high torque mode in which the rotational speed of the engine in which the automatic transmission shifts up for each shift stage is set higher than the normal running mode;
Including
The active switching control system for vehicles, wherein the operation switching means sets the threshold value in the high torque mode to be lower than the threshold value in the normal running mode.

Images