JP2018036494A - Engine sound output device and engine sound output method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately create a pseudo environment by a pseudo engine sound corresponding to a travel state.SOLUTION: An interpolator 715 acquires a vehicle speed and an accelerator aperture detected by a travel information detection unit 920, and calculates vehicle speed data interpolating the vehicle speed and accelerator aperture data interpolating the accelerator aperture. Next, a calculation unit 720 calculates a pseudo engine revolution ERon the basis of the interpolated vehicle speed data and the accelerator aperture data. A generation unit 740 performs the generation of a characteristic change signal FSDfor producing a (ER/ER) fold shift of the frequency for engine sound signal information ESD(J=1, 2,...,N) for each engine revolution ER, and generates a signal synthesized based on the pseudo engine revolution ER. The pseudo engine sound based on the signal thus synthesized is output into a vehicle cabin.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine sound output device, an engine sound output method, an engine sound output program, and a recording medium on which the engine sound output program is recorded.

  In recent years, electric vehicles such as an electric vehicle using a motor as a drive mechanism and a hybrid vehicle using a motor as a part of the drive mechanism have appeared one after another. When such an electric vehicle travels, the level of driving sound in the passenger compartment is significantly lower than that of an engine vehicle using a conventional gasoline engine or diesel engine as a drive mechanism. As a result, there may occur a situation in which it is not possible to appropriately feel the driving presence such as the engine sound obtained in the case of an engine vehicle.

  In view of this, attention has been paid to a technique for generating a simulated environment in the passenger compartment in order to give a sense of travel to the passenger of an electric vehicle. As a technique proposed regarding the generation of such a simulated environment, for example, there is a technique that generates an engine sound corresponding to a traveling state of an electric vehicle and outputs the engine sound into a vehicle interior (see Patent Document 1: Called “conventional example”).

  In the technology of this conventional example, the vehicle speed and the accelerator opening of the electric vehicle are acquired from the electric vehicle. Subsequently, the pseudo gear position is determined from the acquired vehicle speed and accelerator opening, and the pseudo engine speed corresponding to the engine speed when the drive mechanism is an engine is calculated based on the vehicle speed and the determined gear position. . Then, based on the engine sound information for each engine speed collected by the engine vehicle, a pseudo engine sound signal corresponding to the calculated pseudo engine speed is generated, and the pseudo engine sound based on the pseudo engine sound signal is generated. Is output from a speaker disposed in the passenger compartment of the electric vehicle. Further, in the technology of the conventional example, control for amplifying the pseudo engine sound signal is performed in accordance with the accelerator opening degree acquired from the electric vehicle in order to output a pseudo engine sound with a sense of travel.

JP 2014-202856 A

  In the above-described conventional example, every time the vehicle speed and the accelerator opening degree transmitted from the electric vehicle are acquired, a pseudo engine sound signal is generated, and the pseudo engine sound based on the pseudo engine sound signal is output from the speaker. Here, the vehicle speed and the accelerator opening detected by the electric vehicle are generally sent to the engine sound output device via an in-vehicle communication network that operates according to a communication protocol such as CAN (Controller Area Network). . When the vehicle speed and the accelerator opening are acquired without imposing an excessive load on the communication protocol, and the pseudo engine sound signal is generated every time the vehicle speed and the accelerator opening are acquired, the driving presence is sensed in the pseudo engine sound. It has been found by an experiment by the inventors of the present invention that a noise sound that impairs the sound is included. Furthermore, it has also been found that the volume of the pseudo engine sound changes discontinuously when the accelerator opening greatly changes. As described above, according to the conventional technology, the user may feel uncomfortable when outputting the pseudo engine sound, and may not be able to output a realistic pseudo engine sound with a sense of travel.

  For this reason, there is a demand for a technique that can appropriately create a simulated environment using simulated engine sounds corresponding to the running state without giving the user a sense of discomfort in the sense of hearing. Meeting this requirement is one of the problems to be solved by the present invention.

  The invention according to claim 1 is an interpolation unit that interpolates an acquisition result of vehicle travel information transmitted from the outside to calculate a plurality of interpolation data; engine sound information for each engine speed of the engine sound generating vehicle Generating a synthetic engine information corresponding to each of the plurality of interpolation data calculated by the interpolation unit, and generating a pseudo engine sound signal based on the synthetic sound information; An engine sound output device.

  The invention according to claim 6 is an engine sound output method used in an engine sound output device including an interpolation unit and a generation unit, wherein the interpolation unit acquires vehicle travel information transmitted from the outside. An interpolation step of interpolating a result to calculate a plurality of interpolation data; and the generation unit synthesizes a plurality of signals based on engine sound information for each engine speed of the engine sound generating vehicle, and the interpolation unit A generating step of generating synthetic sound information corresponding to each of the plurality of calculated interpolation data, and generating a pseudo engine sound based on the synthetic sound information.

  The invention described in claim 7 is an engine sound output program that causes a computer included in the engine sound output apparatus to execute the engine sound output method according to claim 6.

  The invention according to claim 8 is a recording medium on which the engine sound output program according to claim 7 is recorded so as to be readable by a computer included in the engine sound output device.

It is a block diagram which shows the structure of the engine sound output apparatus which concerns on 1st Embodiment of this invention. It is a block diagram which shows the structure of the terminal device and output sound management apparatus which concern on 2nd Embodiment of this invention. It is a block diagram which shows roughly the structure of the engine sound output apparatus which concerns on one Example of this invention. It is a block diagram which shows the structure of the control unit of FIG. FIG. 5 is a diagram for explaining data conversion processing by an interpolation unit in FIG. 4. FIG. 5 is a diagram (No. 1) for describing a “gear position changing period” specifying process by the calculation unit of FIG. 4; FIG. 5 is a diagram (No. 2) for describing the “gear position changing period” specifying process by the calculation unit of FIG. 4; FIG. 5 is a diagram illustrating an example of a modulation signal generated by a modulation signal generation unit in FIG. 4. FIG. 5 is a diagram for explaining the content of “gear setting information” used by the calculation unit of FIG. 4. FIG. 5 is a diagram for explaining the content of “gear ratio information” used by the calculation unit of FIG. 4. FIG. 5 is a diagram for explaining the contents of a “transition time calculation table” used by the calculation unit of FIG. 4. FIG. 5 is a diagram for explaining the contents of a “volume setting table” used by the signal synthesis unit of FIG. 4. FIG. 5 is a diagram for explaining the contents of “amplification information” used by the signal amplification unit in FIG. 4. FIG. 5 is a diagram for explaining the content of “amplification factor setting information” used by the signal amplification unit of FIG. 4. FIG. 5 is a diagram for explaining the content of “modulation degree information” used by the modulation signal generation unit in FIG. 4. FIG. 5 is a block diagram illustrating a configuration of a characteristic change signal generation unit in FIG. 4. It is a figure which shows the example of the characteristic change signal FSD which shifted the frequency of the engine sound signal which the individual characteristic change signal generation part of FIG. 16 produces | generates. It is a flowchart for demonstrating the output process of the pseudo engine sound by the apparatus of FIG. It is a flowchart for demonstrating the pseudo | simulation engine sound signal generation process of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description and drawings, the same or equivalent elements are denoted by the same reference numerals, and redundant description is omitted.

[First Embodiment]
First, a first embodiment of the present invention will be described with reference to FIG.

<Configuration>
FIG. 1 is a block diagram showing the configuration of an engine sound output device 700 according to the first embodiment. This engine sound output device 700 is arranged in an electric vehicle CR (hereinafter referred to as “vehicle CR”) that uses electric energy as all of driving energy.

  In the first embodiment, the vehicle CR is equipped with an output unit 910, a travel information detection unit 920, and a storage unit 930 in addition to the engine sound output device 700.

  The output unit 910 includes a sounding body such as a speaker (hereinafter referred to as “speaker SP”) that outputs a pseudo engine sound to the inside of the vehicle CR in accordance with an output sound signal sent from the engine sound output device 700. .

  The traveling information detection unit 920 detects traveling information of the vehicle CR. The vehicle travel information detected by the travel information detection unit 920 is sent to the engine sound output device 700 via an in-vehicle communication network that operates according to a communication protocol such as CAN. In the first embodiment, the object to be detected by the travel information detection unit 920 includes the speed of the vehicle CR (hereinafter also referred to as “vehicle speed”) and the accelerator opening corresponding to the accelerator depression amount, and the detected vehicle speed The accelerator opening is sent to the engine sound output device 700.

  In the first embodiment, the interval at which the travel information is transmitted is not necessarily constant, and sequentially changes to some extent. That is, the travel information reception interval is strictly indefinite.

In the storage unit 930, in the first embodiment, “engine sound,” which is information about the engine sound for each engine speed of the engine vehicle collected in the engine room of the engine vehicle (engine sound generating vehicle). A plurality of “information” are stored. In the first embodiment, "engine sound information ESI _1" of the engine speed ER _1, "engine sound information ESI _2" of the engine speed ER _2, ..., "engine sound information ESI _N" of the engine speed ER _N (ER ₁ <ER ₂ <... <ER _N ) is included.

  If sound reproduction is performed according to the engine sound information, the engine sound corresponding to the engine speed associated with the engine sound information can be reproduced as a pseudo engine sound. The engine sound output device 700 can access the storage unit 930.

<< Configuration of Engine Sound Output Device 700 >>
Next, the configuration of the engine sound output device 700 will be described.

  As shown in FIG. 1, the engine sound output device 700 includes a first acquisition unit 710, an interpolation unit 715, a calculation unit 720, and a second acquisition unit 730. The engine sound output device 700 includes a generation unit 740 and a control unit 750.

  Said 1st acquisition part 710 acquires the detection result of the vehicle speed and accelerator opening sent from the driving information detection part 920. FIG. The vehicle speed and accelerator opening acquired in this way are sent to the interpolation unit 715.

  The interpolation unit 715 receives the detection result of the vehicle speed and the accelerator opening sent from the first acquisition unit 710. Then, the interpolation unit 715 converts the vehicle speed information received at indefinite intervals into constant interval information, and linearly interpolates the converted information for each constant interval to calculate vehicle speed interpolation data. The vehicle speed interpolation data thus calculated (hereinafter referred to as “vehicle speed data”) is sent to the calculation unit 720 each time it is calculated. In addition, the interpolation unit 715 converts the accelerator opening information received at indefinite intervals into constant interval information, and linearly interpolates the converted information for each constant interval to calculate accelerator opening interpolation data. The accelerator opening degree interpolation data calculated in this way (hereinafter referred to as “accelerator opening degree data”) is sent to the calculation unit 720 and the generation unit 740 each time it is calculated.

The calculation unit 720 receives the vehicle speed data and the accelerator opening data sent from the interpolation unit 715. Upon receiving these data, the calculation unit 720 determines a “pseudo gear position” corresponding to the gear position when the drive mechanism is an engine from the vehicle speed data and the accelerator opening data. Next, the calculation unit 720 calculates “pseudo engine speed ER _P ” corresponding to the engine speed when the drive mechanism is an engine based on the vehicle speed data, the pseudo gear position, and the like. False engine rotational speed ER _P thus calculated is sent to the generator 740.

The second acquisition unit 730 appropriately acquires “engine sound information ESI ₁ ”, “engine sound information ESI ₂ ”,..., “Engine sound information ESI _N ” from the storage unit 930. Then, the second acquisition unit 730 sends the acquired engine sound information to the generation unit 740. In the first embodiment, the second acquisition unit 730 acquires the engine sound information ESI _j (j = 1, 2,..., N).

The generation unit 740 receives “engine sound information ESI ₁ ”, “engine sound information ESI ₂ ”,..., “Engine sound information ESI _N ” sent from the second acquisition unit 730. The generation unit 740 receives “pseudo engine speed ER _P ” sent from the calculation unit 720. Further, the generation unit 740 receives “accelerator opening degree data” sent from the interpolation unit 715.

Then, the generation unit 740 includes “engine sound information ESI ₁ ”, “engine sound information ESI ₂ ”,..., “Engine sound information ESI _N ”, “pseudo engine speed ER _P ”, and “accelerator opening data”. Is used to generate synthesized sound information. The generated synthesized sound information is sent to the control unit 750. Details of the synthetic sound information generation processing by the generation unit 740 will be described later.

  The control unit 750 receives the synthesized sound information sent from the generation unit 740. Then, the control unit 750 generates an output sound signal of the pseudo engine sound based on the synthesized sound information. Subsequently, the control unit 750 supplies the generated output sound signal to the output unit 910.

<Operation>
The operation of engine sound output apparatus 700 configured as described above will be described.

  In this engine sound output device 700, it is assumed that the first acquisition unit 710 has acquired the vehicle speed and the accelerator opening degree sent from the travel information detection unit 920. Then, it is assumed that the first acquisition unit 710 sends the vehicle speed and the accelerator opening to the interpolation unit 715 at indefinite intervals.

  The interpolation unit 715 receives the vehicle speed and the accelerator opening at indefinite intervals. When the vehicle speed is received, the interpolation unit 715 converts the vehicle speed information received at indefinite intervals into information at a constant interval, and linearly interpolates the converted information at constant intervals to calculate vehicle speed data. Then, the interpolation unit 715 sends the vehicle speed data to the calculation unit 720 every time it calculates. Further, when the accelerator opening is received, the interpolation unit 715 converts the information on the accelerator opening received at indefinite intervals into information at a fixed interval, and linearly interpolates the converted information at fixed intervals to obtain the accelerator opening. Calculate the data. And the interpolation part 715 sends the said accelerator opening data to the calculation part 720 and the production | generation part 740 whenever it calculates.

Receiving the vehicle speed data and the accelerator opening data, the calculation unit 720 determines the “pseudo gear position” from the vehicle speed data and the accelerator opening data. Next, the calculation unit 720 calculates “pseudo engine speed ER _P ” based on the vehicle speed data, the pseudo gear position, and the like. Then, calculating unit 720, a pseudo engine speed ER _P calculated and sent to generator 740.

Further, in the engine sound output device 700, the second acquisition unit 730 acquires “engine sound information ESI ₁ ”, “engine sound information ESI ₂ ”,..., “Engine sound information ESI _N ” from the storage unit 930. It shall be. The engine sound information ESI _j (j = 1, 2,..., N) is sent from the second acquisition unit 730 to the generation unit 740.

In such a state, the generation unit 740 generates synthesized sound information for output to the pseudo engine sound. Upon generation of such synthesis sound information, generating unit 740, first, based on the pseudo engine speed ER _P calculated, "engine sound information _{ESI j (j = 1,2, ...} , N) " for each of The “characteristic change signal FSD _j ” is generated by shifting the frequency to the “engine sound signal ESD _j ” by (ER _P / ER _j ) times.

Here, each of the engine sound signals ESD _j (j = 1, 2,..., N) may be a sound signal (t) (t: time) composed of time-series sound data, or a frequency. It may be a spectrum sound signal (f) (f: frequency). When the engine sound signal ESD _j is a sound signal (t) composed of time-series sound data, the time interval between the sound data in the sound signal (t) is set to (ER _P / ER _j ) ^−1. The characteristic change signal FSD _j (T) (T: time) may be generated by doubling. When the engine sound signal ESD _j is a sound signal (f) having a frequency spectrum, the characteristic change signal FSD _j is obtained by multiplying the frequency f of the sound signal (f) by (ER _P / ER _j ) times. (F) (F: frequency) may be generated.

Subsequently, generation unit 740, "characteristic change signal FSD _1" of N obtained by shifting the frequency, the "characteristic change signal FSD _2" - "characteristic change signal FSD _N", based on the pseudo engine speed ER _P predetermined Weighted composition with the ratio of. Such predetermined percentage, the more characteristic change signal FSD corresponding to the engine rotational speed ER close to the pseudo engine speed ER _P by increasing the proportion of weighting synthesis, corresponding to the engine speed away the pseudo engine speed ER _P characteristics Regarding the change signal FSD, the ratio of weighted synthesis is set low, and is determined in advance based on experiments, simulations, and the like.

Next, the generation unit 740 weights and combines the “characteristic change signal FSD ₁ ”, “characteristic change signal FSD ₂ ” to “characteristic change signal FSD _N ” (pseudo engine sound signal) according to the accelerator opening. Amplified and synthesized signal GSD is generated by amplification.

In parallel with the generation of such amplified composite signal GSD, generator 740, to the frequency of a given order of the signals corresponding to the pseudo engine speed ER _P calculated, the amplitude modulation corresponding to the accelerator opening data A modulation signal MSD subjected to amplitude modulation is generated. Then, the generation unit 740 amplitude-modulates the amplified combined signal GSD based on the generated modulation signal MSD. The amplitude-modulated signal is sent to the control unit 750 as synthesized sound information.

  Upon receiving the synthesized sound information sent from the generation unit 740, the control unit 750 generates an output sound signal corresponding to the pseudo engine sound. Then, the control unit 750 supplies the generated output sound signal to the output unit 910.

  The output unit 910 that has received the output sound signal outputs a pseudo engine sound according to the output sound signal to the inside of the vehicle CR. As a result, a pseudo engine sound corresponding to the traveling state of the vehicle CR is output from the output unit 910.

  As described above, in the first embodiment, the first acquisition unit 710 acquires the vehicle speed and the accelerator opening detected by the travel information detection unit 920. Then, the first acquisition unit 710 sends the vehicle speed and the accelerator opening to the interpolation unit 715 at indefinite intervals. When receiving the vehicle speed at an indefinite interval, the interpolating unit 715 converts the vehicle speed information into information at a constant interval, and linearly interpolates the converted information at constant intervals to calculate vehicle speed data. Then, the interpolation unit 715 sends the vehicle speed data to the calculation unit 720 every time the interpolation data is calculated. Further, when the interpolator 715 receives the accelerator opening at indefinite intervals, it converts the information of the accelerator opening into information of a constant interval, and linearly interpolates the converted information for each constant interval to obtain the accelerator opening data. calculate. Then, the interpolation unit 715 sends the accelerator opening degree data to the calculation unit 720 and the generation unit 740 every time the interpolation data is calculated.

Calculator 720, from the vehicle speed data and accelerator opening data, etc., to determine a pseudo gear position, based on the vehicle speed data and the pseudo gear position, etc., calculates the pseudo engine speed ER _P. The calculation unit 720 sends the pseudo engine speed ER _P calculated to generator 740.

Subsequently, the generation unit 740 generates synthesized sound information for outputting the pseudo engine sound. When generating the synthetic sound information, the generation unit 740 receives a plurality of engine sound information ESI _j (j, which is information related to the engine sound for each engine speed of the engine vehicle, from the storage unit 930 via the second acquisition unit 730. = 1, 2, ..., N). Then, the generation unit 740 generates a “characteristic change signal FSD _j ” obtained by shifting the frequency by (ER _P / ER _j ) times with respect to the engine sound signal ESD _j corresponding to the engine sound information ESI _j . Subsequently, generation unit 740, N pieces of "characteristic change signal FSD _1", the "characteristic change signal FSD _2" - "characteristic change signal FSD _N", the weighted synthesized in a predetermined ratio based on the pseudo engine speed ER _P Generated signal. And the production | generation part 740 amplifies the said signal according to an accelerator opening, and produces | generates the amplification synthetic | combination signal GSD.

Further, generating unit 740, with respect to the frequency of a given order of the signals corresponding to the pseudo engine speed ER _P calculated, the modulation signal MSD subjected to amplitude modulation of the amplitude modulation degree corresponding to the accelerator opening data Generate. Then, the generation unit 740 amplitude-modulates the amplified combined signal GSD based on the generated modulation signal MSD. The amplitude-modulated signal is sent to the control unit 750 as synthesized sound information.

  Then, upon receiving the synthesized sound information sent from the generating unit 740, the control unit 750 generates an output sound signal of the pseudo engine sound based on the synthesized sound information, and sends the generated output sound signal to the output unit 910. Supply. The output unit 910 outputs a pseudo engine sound according to the output sound signal thus generated to the inside of the vehicle CR.

  As described above, in the first embodiment, a pseudo engine sound signal is generated using the data obtained by interpolating the vehicle speed and the accelerator opening transmitted from the vehicle, and the pseudo engine sound based on the pseudo engine sound signal is output. Like to do. For this reason, generation | occurrence | production of the noise sound which makes a user feel uncomfortable can be suppressed, and the discontinuity of the volume of a pseudo engine sound when the accelerator opening largely changes can be suppressed.

  For this reason, in 1st Embodiment, the simulated environment by the pseudo engine sound corresponding to a driving | running | working state can be created in the vehicle interior of an electric vehicle.

  Therefore, according to the first embodiment, it is possible to appropriately create a simulated environment using simulated engine sounds corresponding to the running state without giving the user a sense of discomfort in the sense of hearing.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG.

<Configuration>
FIG. 2 is a block diagram showing configurations of the terminal device 810 and the output sound management device 820 according to the second embodiment. As shown in FIG. 2, the terminal device 810 is arranged in a vehicle (electric vehicle) CR, and is connected to an output unit 910 and a travel information detection unit 920 equipped in the vehicle CR. The terminal device 810 and the output sound management device 820 can communicate with each other via the network 850.

  The output sound management device 820 can communicate with other terminal devices configured similarly to the terminal device 810, but only the terminal device 810 is representatively shown in FIG.

<< Configuration of Terminal Device 810 >>
As illustrated in FIG. 2, the terminal device 810 includes a travel information data acquisition unit 811, a transmission unit 812, and a reception unit 815.

  The travel information data acquisition unit 811 acquires the detection result of the vehicle speed and the accelerator opening degree of the vehicle CR sent from the travel information detection unit 920. Then, the travel information data acquisition unit 811 transmits the detection result of the vehicle speed and the accelerator opening to the transmission unit 812 as terminal transmission data.

  The transmission unit 812 receives terminal transmission data transmitted from the travel information data acquisition unit 811. Then, the transmission unit 812 transmits the terminal transmission data to the output sound management apparatus 820 via the network 850.

  The receiving unit 815 receives the output sound signal transmitted from the output sound management device 820 via the network 850. Then, the reception unit 815 supplies the output sound signal to the output unit 910.

<< Configuration of Output Sound Management Device 820 >>
As illustrated in FIG. 2, the output sound management device 820 includes a first acquisition unit 710, an interpolation unit 715, a calculation unit 720, a second acquisition unit 730, a generation unit 740, and a control unit 750. ing. The output sound management device 820 includes a reception unit 821, an engine sound information storage unit 822, and a transmission unit 823.

  The reception unit 821 receives terminal transmission data transmitted from the terminal device 810 via the network 850. Then, the receiving unit 821 sends the vehicle speed and accelerator opening of the vehicle CR included in the terminal transmission data to the first acquisition unit 710.

The engine sound information storage unit 822 stores a plurality of “engine sound information” that is information related to the engine sound for each engine speed of the engine vehicle (engine sound generating vehicle). In the second embodiment, "engine sound information ESI _1" of the engine speed ER _1, "engine sound information ESI _2" of the engine speed ER _2, ..., "engine sound information ESI _N" of the engine speed ER _N (ER ₁ <ER ₂ <... <ER _N ) is included. The engine sound information storage unit 822 can be accessed by the generation unit 740.

  The transmission unit 823 receives an output sound signal for outputting the pseudo engine sound transmitted from the control unit 750. Then, the transmission unit 823 transmits the output sound signal to the terminal device 810 via the network 850.

  In the configuration of the terminal device 810 and the configuration of the output sound management device 820 as described above, the vehicle speed and the accelerator opening of the vehicle CR acquired by the travel information data acquisition unit 811 of the terminal device 810 are the transmission unit 812, the network 850, and the reception. It is sent to the first acquisition unit 710 of the output sound management device 820 via the unit 821.

  Further, the output sound signal of the pseudo engine sound generated by the control unit 750 of the output sound management device 820 is sent to the reception unit 815 of the terminal device 810 via the transmission unit 823 and the network 850.

<Operation>
Processing performed by the terminal device 810 and the output sound management device 820 configured as described above in cooperation with each other will be described.

  In the terminal device 810, when the travel information data acquisition unit 811 acquires the detection result of the vehicle speed and the accelerator opening of the vehicle CR sent from the travel information detection unit 920, the vehicle speed and the accelerator opening are sequentially transmitted to the network 850. Via the first acquisition unit 710 of the output sound management device 820.

  The first acquisition unit 710 that has received the vehicle speed and the accelerator opening detected by the vehicle CR acquires the vehicle speed and the accelerator opening in the same manner as in the first embodiment described above. Then, the first acquisition unit 710 sends the speed and the accelerator opening to the interpolation unit 715.

  The interpolation unit 715 receives the vehicle speed and the accelerator opening at indefinite intervals. When the vehicle speed is received, the interpolation unit 715 converts the vehicle speed information into information of a constant interval, and linearly interpolates the converted information at constant intervals in the same manner as in the first embodiment described above. Calculate the data. The interpolation unit 715 sends the vehicle speed data to the calculation unit 720 every time it calculates the vehicle speed data. In addition, when the accelerator opening is received, the interpolation unit 715 converts the information on the accelerator opening into the information at a constant interval in the same manner as in the first embodiment described above, and the converted information at every constant interval. Accelerator opening data is calculated by linear interpolation. The interpolation unit 715 sends the calculation data to the calculation unit 720 and the generation unit 740 every time the accelerator opening degree data is calculated.

Receiving the speed data and the accelerator opening data, the calculation unit 720 determines the “pseudo gear position” from the speed data, the accelerator opening data, and the like in the same manner as in the first embodiment described above. Next, the calculation unit 720 calculates “pseudo engine speed ER _P ” based on the vehicle speed data, the pseudo gear position, and the like. False engine rotational speed ER _P calculated is sent to the generator 740.

Next, the generation unit 740 acquires engine sound information ESI _j (j = 1, 2,..., N) from the engine sound information storage unit 822 via the second acquisition unit 730, and the first embodiment described above. If the in the same, the engine sound information ESI _j, based on the accelerator opening and pseudo engine speed ER _P, to generate a synthesized speech information. Then, the generation unit 740 sends the generated synthesized sound information to the control unit 750.

  Upon receiving the synthesized sound information sent from the generating unit 740, the control unit 750 generates an output sound signal for outputting a pseudo engine sound based on the synthesized sound information. Then, the control unit 750 sends the generated output sound signal to the receiving unit 815 of the terminal device 810 via the network 850.

  The receiving unit 815 that has received the output sound signal supplies the output sound signal to the output unit 910. The output unit 910 that has received the output sound signal outputs a pseudo engine sound according to the output sound signal to the inside of the vehicle CR, as in the case of the first embodiment described above. As a result, a pseudo engine sound corresponding to the traveling state of the vehicle CR is output from the output unit 910.

  As described above, in the second embodiment, when the travel information detection unit 920 detects the vehicle speed and accelerator opening of the vehicle CR, the travel information data acquisition unit 811 of the terminal device 810 detects the detected vehicle speed and accelerator opening. Is transmitted to the first acquisition unit 710 of the output sound management device 820. When acquiring the vehicle speed and the accelerator opening, the first acquisition unit 710 sends the vehicle speed and the accelerator opening to the interpolation unit 715. When receiving the vehicle speed, the interpolating unit 715 converts the vehicle speed information into information at regular intervals, and linearly interpolates the converted information at regular intervals to calculate vehicle speed data. Then, the interpolation unit 715 sends the vehicle speed data to the calculation unit 720. Further, when receiving the accelerator opening, the interpolating unit 715 converts the information on the accelerator opening into information at a constant interval, and calculates the accelerator opening data by linearly interpolating the converted information at every constant interval. Then, the interpolation unit 715 sends the accelerator opening degree data to the calculation unit 720 and the generation unit 740.

Subsequently, the computing unit 720, the vehicle speed data and accelerator opening data, etc., to determine a pseudo gear position, based on the vehicle speed data and the pseudo gear position, etc., calculates the pseudo engine speed ER _P. The calculation unit 720 sends the pseudo engine speed ER _P calculated to generator 740.

  Subsequently, the generation unit 740 generates synthesized sound information for outputting the pseudo engine sound in the same manner as in the first embodiment. Then, the generation unit 740 sends the generated synthesized sound information to the control unit 750. The control unit 750 generates an output sound signal for outputting the pseudo engine sound based on the synthesized sound information sent from the generation unit 740. Then, the output sound signal is sent to the terminal device 810.

  When receiving the output sound signal, the terminal device 810 supplies the output sound signal to the output unit 910. The output unit 910 outputs a pseudo engine sound according to the output sound signal thus supplied to the inside of the vehicle CR.

  As described above, in the second embodiment, similarly to the case of the first embodiment, a pseudo engine sound signal is generated using data obtained by interpolating the vehicle speed and the accelerator opening transmitted from the vehicle, and the pseudo engine sound signal is generated. A pseudo engine sound based on the engine sound signal is output. For this reason, generation | occurrence | production of the noise sound which makes a user feel uncomfortable can be suppressed, and the discontinuity of the volume of a pseudo engine sound when the accelerator opening largely changes can be suppressed.

  For this reason, in the second embodiment, as in the case of the first embodiment described above, it is possible to create a simulated environment with simulated engine sounds corresponding to the running state in the passenger compartment of the electric vehicle.

  Therefore, according to the second embodiment of the present invention, similarly to the above-described first embodiment, a simulated environment using simulated engine sounds corresponding to the running state is appropriately created without causing the user to feel uncomfortable. can do.

[Modification of Embodiment]
The present invention is not limited to the above-described embodiment, and various modifications are possible.

  For example, in the first and second embodiments described above, the interpolation unit performs linear interpolation when calculating the interpolation data of the vehicle speed and the accelerator opening, but it is needless to say that other interpolation methods may be used. is there.

  Moreover, in said 1st and 2nd embodiment, driving | running | working information (vehicle speed and accelerator opening) is received at indefinite intervals, the driving | running | working information received in indefinite intervals is converted into the information of fixed intervals, and the converted fixed interval Each piece of information was linearly interpolated to calculate interpolation data for vehicle speed and accelerator opening. On the other hand, when traveling information is received at a constant interval, the above-described processing for converting the traveling information into a constant interval is omitted, and the received traveling information is linearly interpolated to interpolate the vehicle speed. Data and the interpolation data of the accelerator opening may be calculated.

In the first and second embodiments described above, the second acquisition unit acquires engine sound information ESI _j (j = 1, 2,..., N) stored in the storage unit. On the other hand, the second acquisition unit may acquire only engine sound information for performing weighted synthesis corresponding to the pseudo engine speed. In this case, the second acquisition unit may receive information on the engine speed of the engine sound information for performing weighted synthesis from the generation unit.

  Moreover, in said 1st and 2nd embodiment, when the production | generation part produced | generated the synthetic sound information, although the characteristic change synthetic | combination signal SND was amplified according to the accelerator opening degree, it does not perform the said amplification process It may be.

  In the first and second embodiments described above, the generator generates amplitude information corresponding to the accelerator opening with respect to a signal of a predetermined order of the frequency corresponding to the pseudo engine speed when generating the synthesized sound information. The modulation signal MSD subjected to the amplitude modulation of the degree is generated, and the amplified combined signal GSD is amplitude-modulated based on the generated modulation signal MSD. On the other hand, the output sound signal may be generated without performing the amplitude processing.

  Moreover, in said 1st and 2nd embodiment, the vehicle speed and the accelerator opening were employ | adopted as driving | running | working information, and the pseudo engine sound was produced | generated and output based on the said vehicle speed and the accelerator opening. On the other hand, the torque value of the electric motor that drives the driving wheels of the vehicle CR may be acquired as travel information, and the pseudo engine sound may be generated and output based on the torque value. Moreover, you may make it produce | generate and output a pseudo | simulation engine sound based on a vehicle speed, an accelerator opening degree, and a torque value.

  When the vehicle drive mechanism that outputs the pseudo engine sound is a fuel engine, the torque value of the fuel engine is acquired as travel information, and the pseudo engine sound is generated based on the torque value of the fuel engine. You may make it output. Further, a pseudo engine sound may be generated and output based on the vehicle speed, the accelerator opening, and the torque value of the fuel engine.

  In the first and second embodiments, the engine sound information is sound collection data collected in the engine room of the engine vehicle. However, the engine sound information is engine sound information created by an electronic musical instrument or a computer. Also good.

  Moreover, in said 1st Embodiment, it was set as the structure by which an engine sound output device is not provided with an output part, a driving | running | working information detection part, and a memory | storage part. On the other hand, when the equipment that can be used as the output unit, the travel information detection unit, and the storage unit is not arranged in the vehicle, the engine sound output device includes the equipment that is not arranged in the vehicle. May be.

  In the second embodiment, the terminal device is configured not to include the output unit and the travel information detection unit. On the other hand, when the equipment that can be used as the output unit and the travel information detection unit is not arranged in the vehicle, the terminal device may include the equipment that is not arranged in the vehicle.

  In the second embodiment, the output sound management device 820 includes the first acquisition unit, the interpolation unit, the calculation unit, the generation unit, the control unit, and the engine sound information storage unit. For example, a 1st acquisition part can be made into the component of a terminal device.

  In the first and second embodiments described above, the present invention is applied to an apparatus disposed in an electric vehicle. However, the present invention is disposed in a vehicle (for example, a hybrid vehicle) that uses electric energy as part of driving energy. It goes without saying that the present invention can be applied to such an apparatus.

  Further, the present invention may be applied to a device arranged in an engine vehicle. In this case, the engine vehicle that outputs the pseudo engine sound and the engine sound generating vehicle may be the same vehicle. The engine vehicle that outputs the pseudo engine sound and the engine sound generating vehicle may be different vehicles or vehicles of different vehicle types.

  Note that the first acquisition unit, the interpolation unit, the calculation unit, the second acquisition unit, the generation unit, and the control unit of the engine sound output device of the first embodiment described above are a central processing unit (CPU: Central Processing Unit), a DSP ( It may be configured as a computer as a calculation unit including a digital signal processor), and a part of or all of the processing of these elements may be executed by executing a program prepared in advance on the computer. This program is recorded on a computer-readable recording medium such as a hard disk, CD-ROM, or DVD, and is loaded from the recording medium and executed by the computer. The program may be acquired in a form recorded on a portable recording medium such as a CD-ROM or DVD, or may be acquired in a form distributed via a network such as the Internet. Also good.

  In addition, the travel information data acquisition unit of the terminal device of the second embodiment and the first acquisition unit, the interpolation unit, the calculation unit, the second acquisition unit, the generation unit, and the control unit of the output sound management device are centrally processed. A part of the processing of these elements is configured as a computer as a calculation unit including a device (CPU: Central Processing Unit), a DSP (Digital Signal Processor), and the like, and a program prepared in advance is executed by the computer. Alternatively, all may be executed. This program is recorded on a computer-readable recording medium such as a hard disk, CD-ROM, or DVD, and is loaded from the recording medium and executed by the computer. The program may be acquired in a form recorded on a portable recording medium such as a CD-ROM or DVD, or may be acquired in a form distributed via a network such as the Internet. Also good.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. In the following description and drawings, the same or equivalent elements are denoted by the same reference numerals, and redundant description is omitted.

[Constitution]
FIG. 3 is a block diagram illustrating a schematic configuration of the engine sound output apparatus 100 according to an embodiment. The engine sound output device 100 is an aspect of the engine sound output device 700 (see FIG. 1) of the first embodiment described above.

  The engine sound output device 100 is disposed in an electric vehicle CR (hereinafter referred to as “vehicle CR”) that uses electric energy as all of the driving energy. In the present embodiment, a vehicle interior sound output unit 210 and a vehicle control unit 220 are disposed in the vehicle CR and are connected to the engine sound output device 100.

  The vehicle interior sound output unit 210 includes a speaker SP. The vehicle interior sound output unit 210 receives an output sound signal sent from the engine sound output device 100. And the vehicle interior sound output unit 210 outputs the pseudo engine sound from the speaker SP to the inside of the vehicle CR according to the output sound signal. That is, the vehicle interior sound output unit 210 performs the function of the output unit 910 described above.

  The vehicle control unit 220 performs traveling control of the vehicle CR based on detection results obtained by various sensors such as a vehicle speed sensor and an accelerator opening sensor. Then, the vehicle control unit 220 sends the detection result of the vehicle speed SPC and the detection result of the accelerator opening ARC to the engine sound output device 100 via an in-vehicle communication network that operates according to a communication protocol such as CAN, for example. Yes. That is, the vehicle control unit 220 is configured to perform the function of the travel information detection unit 920 described above.

  In the present embodiment, the interval at which the detection result is transmitted is not necessarily constant, but sequentially changes to some extent. That is, the reception interval of detection results is strictly indefinite.

<Configuration of Engine Sound Output Device 100>
Next, the configuration of the engine sound output device 100 will be described.

  As shown in FIG. 3, the engine sound output device 100 includes a control unit 110 and a storage unit 120.

  The control unit 110 performs overall control of the engine sound output device 100 and executes various processes. The control unit 110 includes a central processing unit (CPU), a DSP (Digital Signal Processor) and its peripheral circuits as arithmetic means. Various functions as the engine sound output device 100 are realized by the control unit 110 executing various programs. Among these functions, the functions of the first acquisition unit 710, the interpolation unit 715, the calculation unit 720, the second acquisition unit 730, the generation unit 740, and the control unit 750 in the first embodiment described above are also included.

  Details of the configuration of the control unit 110 will be described later. Details of processing executed by the control unit 110 will be described later.

  The program executed by the control unit 110 is recorded on a computer-readable recording medium such as a hard disk, CD-ROM, or DVD, and is loaded from the recording medium and executed. The program may be acquired in a form recorded on a portable recording medium such as a CD-ROM or DVD, or may be acquired in a form distributed via a network such as the Internet. Also good.

The storage unit 120 includes a nonvolatile storage device such as a hard disk device, and stores various information data used in the engine sound output device 100. Such information data includes “engine sound information ESI ₁ ”, “engine sound information ESI ₂ ”,..., “Engine sound information ESI ₅ ”. The storage unit 120 can be accessed by the control unit 110. That is, the storage unit 120 performs the function of the storage unit 930 described above.

The “engine sound information ESI _j ” (j = 1 to 5) is obtained for each engine speed of the engine vehicle, which is obtained by analyzing the sound collection data collected in the engine room of the engine vehicle. It is the spectrum data of the sound result. Here, “engine sound information ESI ₁ ” is spectrum data of a sound collection result when the engine speed ER is ER ₁ (= 1000 [rpm]), and “engine sound information ESI ₂ ” is the engine speed. This is spectrum data of a sound collection result when ER is ER ₂ (= 2000 [rpm]).

The “engine sound information ESI ₃ ” is spectrum data of a sound collection result when the engine speed ER is ER ₃ (= 3000 [rpm]), and the “engine sound information ESI ₄ ” is the engine speed ER. Is the spectrum data of the sound collection result when ER ₄ (= 4000 [rpm]). Further, the “engine sound information ESI ₅ ” is spectrum data of a sound collection result when the engine speed ER is ER ₅ (= 5000 [rpm]).

<< Configuration of Control Unit 110 >>
Next, the configuration of the control unit 110 will be described.

  As illustrated in FIG. 4, the control unit 110 includes an interpolation unit 105, a calculation unit 111, a characteristic change signal generation unit 112, and a signal synthesis unit 113. In addition, the control unit 110 includes a signal amplification unit 114, an equalizer unit (EQ) 115, a modulation signal generation unit 116, and a pseudo engine sound signal generation unit 117.

  The interpolation unit 105 receives the vehicle speed SPC and the accelerator opening ARC sent from the vehicle control unit 220 at indefinite intervals. Next, the interpolation unit 105 converts the vehicle speed received at indefinite intervals into vehicle speed data at a constant interval ΔX. Subsequently, the interpolation unit 105 linearly interpolates the vehicle speed data at regular intervals ΔX to calculate vehicle speed interpolation data (hereinafter referred to as “vehicle speed data”) SP. Further, the interpolation unit 105 converts the accelerator opening received at an indefinite interval into accelerator opening data at a predetermined interval ΔX. Subsequently, the interpolating unit 105 linearly interpolates accelerator opening data at every fixed interval ΔX to calculate accelerator opening interpolation data (hereinafter referred to as “accelerator opening data”) AR.

  The interpolation unit 105 sends the vehicle speed data SP to the calculation unit 111 each time the vehicle speed data SP that is an interpolation value of the vehicle speed is calculated. Further, every time the accelerator 105 calculates accelerator opening data AR that is an interpolated value of the accelerator opening, the interpolator 105 sends the accelerator opening data AR to the calculator 111, the signal amplifier 114, and the modulation signal generator 116. . In this embodiment, the constant interval ΔX is set to be approximately the same as the average value of the indefinite intervals of the vehicle speed SPC and the accelerator opening ARC sent from the vehicle CR. Details of the interpolation processing will be described later.

  Here, with reference to FIG. 5, a method of converting vehicle speed information received at indefinite intervals, which is adopted in the present embodiment, into information at constant intervals will be described. The white circles shown in FIG. 5 are examples of the vehicle speed SPC sent from the vehicle control unit 220 at irregular intervals. Data obtained by converting the vehicle speed SPC into information (time t1, t2,...) At a constant interval ΔX is indicated by a black square. As shown in FIG. 5, the latest vehicle speed SPC before the time t1 is adopted as the data at the time t1, and the latest vehicle speed SPC before the time t2 is adopted as the data at the time t2. Also after time t3, the latest vehicle speed SPC before the time of the constant interval ΔX is adopted. Note that the method for converting the accelerator opening information received at indefinite intervals into information at constant intervals is the same as the vehicle speed information conversion processing.

  Returning to FIG. 4, the calculation unit 111 includes gear setting information GSI (see FIG. 9 described later), gear ratio information GRT (see FIG. 10 described later), and transition time calculation information TDI (see FIG. 11 described later). )have.

The calculation unit 111 receives the vehicle speed data SP and the accelerator opening data AR sent from the interpolation unit 105. When the vehicle speed data SP and the accelerator opening data AR are received in this way, the calculation unit 111 first sets the pseudo gear position corresponding to the vehicle speed data SP and the accelerator opening data AR with reference to the gear setting information GSI. Then, the calculation unit 111 reads the gear ratio GR and the final reduction ratio GRF corresponding to the set pseudo gear position from the gear ratio information GRT. Subsequently, calculation unit 111, the "L" as a tire circumference of a vehicle CR, by the following equation (1), and to calculate a pseudo engine speed ER _P.
ER _P [rpm] = SP · GR · GRF / (L · 60) (1)
Here, in the equation (1), the unit of the vehicle speed data SP is [km / h], and the unit of the tire circumference L is [km].

  Further, the calculation unit 111 identifies a “gear position changing period” corresponding to the change in the pseudo gear position. A method of identifying the “gear position changing period” will be described with reference to FIG. FIG. 6 shows a temporal change in the pseudo engine speed when the pseudo gear position changes from the second speed to the third speed.

  When the “gear position changing period” is specified, the calculation unit 111 first specifies the change time of the pseudo gear position as the start period of the gear position changing period. Next, the calculation unit 111 calculates the immediately preceding pseudo engine speed ER1 (● in FIG. 6) calculated immediately before the change of the pseudo gear position (second speed in FIG. 6) and the beginning of the gear position change period. When the assumption is made that the change of the pseudo gear position is completed (the third speed in FIG. 6), the immediately following assumed pseudo engine speed ER2 (E2) calculated at the beginning of the gear position change period according to the equation (1). A rotational speed difference ERD, which is a difference from ◯ in FIG. 6, is calculated. Next, the calculation unit 111 refers to the transition time calculation information TDI and calculates a transition time TD corresponding to the rotation speed difference ERD.

  Next, the calculation unit 111 calculates a first virtual pseudo engine speed that changes with time in a first change mode determined by the immediately preceding pseudo engine speed ER1, the speed difference ERD, and the transition time TD (see FIG. 6). Here, the slope of the first change mode is calculated by (ER2-ER1) / TD. Further, the calculation unit 111 uses the equation (1) to calculate the first value calculated under the assumption that the change of the pseudo gear position is completed at the beginning of the gear position changing period (the third speed in FIG. 6). 2 Calculate the virtual engine speed. Then, the calculation unit 111 identifies the time point when the difference between the first virtual pseudo engine speed and the second virtual pseudo engine speed is equal to or less than a predetermined threshold as the end of the gear position changing period. In the present embodiment, even when the difference is not less than or equal to a predetermined threshold value, a point in time when a predetermined time has elapsed from the start of the gear position change period is specified as the end of the gear position change period. I am doing so.

  Here, the threshold and the predetermined time are determined in advance based on experiments, simulations, and the like in consideration of the time required for gear change in the engine vehicle.

Calculation unit 111, in this way to identify the "gear position change during period", in a period other than a gear position change during using the equation (1), calculates a pseudo engine speed ER _P. On the other hand, in the gear position change during period calculation unit 111, a first virtual pseudo engine speed is calculated as a pseudo engine speed ER _P. False engine rotational speed ER _P thus calculated, the characteristic change signal generator 112 is sent to the signal combining unit 113 and a modulation signal generator 116. Further, during the gear position changing period, the calculation unit 111 sends the report GCP and the rotation speed difference ERD to the effect that the gear position is changing to the signal amplification unit 114.

FIG. 7 shows a temporal change in the pseudo engine speed when the pseudo gear position changes from the third speed to the second speed. Here, a thick line in FIG. 6 and FIG. 7 shows an example of time change of the pseudo engine speed ER _P calculated before and after the change of gear position.

Returning to FIG. 4, the characteristic change signal generation unit 112 accesses the storage unit 120 to generate the five engine sound information ESI _j (j = 1 to 5) as the engine sound signal ESD _j (f) (f : Frequency). Further, the characteristic change signal generation unit 112 receives the pseudo engine speed ER _P sent from the calculating unit 111. The characteristic change signal generator 112, based on the pseudo engine speed ER _P, the engine sound signal ESD _j characteristic change signal to change the frequency characteristic of (f) FSD _j (F): generate (F Frequency) To do. The characteristic change signal FSD _j (F) generated in this way is sent to the signal synthesis unit 113.

  Details of the configuration of the characteristic change signal generator 112 will be described later.

The signal synthesizing unit 113 includes a volume setting table VOT (see FIG. 12 described later). The signal synthesis unit 113 receives the characteristic change signal FSD _j (F) sent from the characteristic change signal generation unit 112. The signal combining unit 113 receives the pseudo engine speed ER _P sent from the calculating unit 111. Then, the signal synthesizing unit 113, in the proportions indicated in volume setting table VOT corresponding to the pseudo engine speed ER _P, weighted synthesizing the characteristic change signal FSD ₁ (F) ~ characteristic change signal FSD ₅ (F). Subsequently, the signal synthesis unit 113 performs inverse Fourier transform on the weighted and synthesized signal to generate a characteristic change synthesized signal SND (t) (t: time). The characteristic change combined signal SND (t) generated in this way is sent to the signal amplifier 114.

  The signal amplification unit 114 includes amplification information GNI (see FIG. 13 described later) and amplification factor setting information API (see FIG. 14 described later). The signal amplification unit 114 receives the characteristic change combined signal SND (t) sent from the signal combining unit 113. Further, the signal amplification unit 114 receives the report GCP and the rotation speed difference ERD sent from the calculation unit 111. Furthermore, the signal amplification unit 114 receives the accelerator opening degree data AR sent from the interpolation unit 105.

  When the signal amplifying unit 114 does not receive the report GCP, the signal amplifying unit 114 reads the amplification factor corresponding to the accelerator opening degree data AR from the amplification information GNI, and the characteristic change combined signal SND (t ). On the other hand, when receiving the report GCP indicating that the gear position is changing, the signal amplifying unit 114 reads the amplification factor corresponding to the rotational speed difference ERD from the amplification factor setting information API, and combines the characteristic change with the amplification factor. The signal SND (t) is amplified. Next, the signal amplification unit 114 reads the amplification factor corresponding to the accelerator opening data AR from the amplification information GNI, and amplifies the signal amplified based on the rotation speed difference ERD with the amplification factor. The amplified signal is sent to the EQ unit 115 as an amplified signal GSD (t).

  The EQ unit 115 receives the amplified signal GSD (t) sent from the signal amplifying unit 114. Then, the EQ unit 115 performs frequency characteristic change processing according to the type of engine vehicle from which the engine sound information ESI is collected. Then, the EQ unit 115 sends the signal with the changed frequency characteristics to the pseudo engine sound signal generation unit 117 as a signal ESD (t). The frequency characteristic change processing performed by the EQ unit 115 is determined in advance based on experiments, simulations, experiences, and the like from the viewpoint of generating a pseudo engine sound with improved reproducibility of the engine sound of the engine vehicle. .

The modulation signal generator 116 includes modulation degree information MDI (see FIG. 15 described later). Modulation signal generator 116, along with receiving the pseudo engine speed ER _P sent from the calculating unit 111 receives the accelerator opening data AR sent from the interpolation section 105. Then, the modulation signal generator 116 uses the 0.5th order of the fundamental frequency f _P [Hz] (= ER _P / 60) of the pseudo engine speed ER _{P as} a frequency, and performs amplitude modulation according to the accelerator opening data AR. A modulation signal MSD (t) subjected to the amplitude modulation processing of the degree is generated.

  Here, in FIG. 8, the modulation signal MSD (t) when the amplitude modulation degree is 0% is indicated by a two-dot chain line, and the modulation signal MSD (t) when the amplitude modulation degree is 50%. It is shown as a solid line. In FIG. 8, the modulation signal MSD (t) when the amplitude modulation degree is 100% is indicated by a dotted line.

  Returning to FIG. 4, the pseudo engine sound signal generation unit 117 receives the signal ESD (t) sent from the EQ unit 115. The pseudo engine sound signal generator 117 receives the modulation signal MSD (t) sent from the modulation signal generator 116. The pseudo engine sound signal generator 117 multiplies the signal ESD (t) and the modulation signal MSD (t) to generate an output sound signal PED (hereinafter also referred to as “pseudo engine sound signal”). The output sound signal PFD generated in this way is sent to the vehicle interior sound output unit 210.

(Various information used by the control unit 110)
The above-described “gear setting information GSI”, “gear ratio information GRT”, “transition time calculation information TDI”, “volume setting table VOT”, “amplification information GNI”, “amplification factor setting information” employed in the present embodiment. An example of the contents of “API” and “modulation degree information MDI” will be described.

  In the above “gear setting information GSI”, as exemplified in FIG. 9, gear positions (first to fourth speeds) are registered in association with the vehicle speed data SP and the accelerator opening degree data AR. The content of the gear setting information GSI is set so that the traveling operation of the vehicle CR in which the engine sound output device 100 is arranged and the pseudo engine sound corresponding to the operation are not deviated, that is, in the sense of hearing when the pseudo engine sound is output. From the viewpoint of suppressing the generation of the uncomfortable feeling, it is determined in advance for each vehicle type of the vehicle CR and the engine sound generating vehicle based on experiments, simulations, experiences, and the like.

  In the “gear ratio information GRT”, as illustrated in FIG. 10, the gear ratios of the first speed to the fourth speed and the final reduction ratio are registered. The content of the gear ratio information GRT is based on experiments, simulations, experiences, etc. from the viewpoint of outputting a pseudo engine sound corresponding to the actual traveling operation of the vehicle CR, as in the above-described “gear setting information GSI”. It is predetermined for each vehicle type of the vehicle CR and the engine sound generating vehicle.

  In the above “transition time calculation information TDI”, as illustrated in FIG. 11, the transition time required for the gear position change corresponding to the rotational speed difference ERD is registered. The content of this transition time calculation information TDI is similar to the above-mentioned “gear setting information GSI” and “gear ratio information GRT”, from the viewpoint of outputting a pseudo engine sound corresponding to the actual traveling operation of the vehicle CR, Based on simulation, experience, and the like, it is determined in advance for each change in gear position in association with the vehicle CR and the vehicle type of the engine sound generating vehicle.

The "volume setting table VOT" above, as illustrated in FIG. 12, characteristics according to the pseudo engine speed ER _P change signal _{FSD j (F) (j =} 1,2, ..., 5) volume Volume setting information VOI _{j for} setting is registered. Then, these volume setting information _{VOI j (j = 1,2, ...} , 5) is corresponding to a change in the pseudo engine speed ER _P, characteristics at the weighted synthesis change signal FSD _j volume factor (F) Information about changes. These volume setting information VOI _j, from the viewpoint of the order of outputting the pseudo engine sound corresponding to the travel operation of the vehicle CR, generates a pseudo engine sound that following the change of the calculated pseudo engine speed ER _P, vehicle Corresponding to the vehicle type of the CR and the engine sound generating vehicle, it is determined in advance based on experiments, simulations, experiences, and the like.

In the present embodiment, the volume setting information VOI _1, false engine rotational speed ER _P is greater than 0 [rpm], and when less than 2000 [rpm], 0 is set greater than the volume factor. Then, in the volume setting information VOI _1, false engine rotational speed ER _P to set the maximum volume factor of "1" when a 1000 [rpm]. Also, the volume setting information VOI _2, greater than false engine rotational speed ER _P is 1000 [rpm], and when less than 3000 [rpm], 0 is set greater than the volume factor. Then, in the volume setting information VOI _2, pseudo engine speed ER _P to set the maximum volume factor of "1" when a 2000 [rpm].

Also, the volume setting information VOI _3, pseudo engine speed ER _P is greater than 2000 [rpm], and when less than 4000 [rpm], 0 is set greater than the volume factor. Then, in the volume setting information VOI _3, pseudo engine speed ER _P to set the maximum volume factor of "1" when a 3000 [rpm]. Further, in the volume setting information VOI _4, greater than false engine rotational speed ER _P is 3000 [rpm], and when less than 5000 [rpm], 0 is set greater than the volume factor. Then, in the volume setting information VOI _4, false engine rotational speed ER _P is set to "1" largest volume coefficients when a 4000 [rpm].

Also, the volume setting information VOI _5, greater than false engine rotational speed ER _P is 4000 [rpm], and when less than 6000 [rpm], 0 is set greater than the volume factor. Then, in the volume setting information VOI _5, pseudo engine speed ER _P is set to "1" largest volume coefficients when a 5000 [rpm].

  In the above “amplification information GNI”, as illustrated in FIG. 13, an amplification factor for amplifying a signal according to the accelerator opening data AR is registered. The content of this amplification information GNI is, for each vehicle type of the vehicle CR and the engine sound generating vehicle, from the viewpoint of generating a pseudo engine sound with a sense of travel according to the accelerator opening that is the actual driving operation of the vehicle CR. It is determined in advance based on experiments, simulations, experiences, and the like.

  In the “amplification factor setting information API”, an amplification factor for amplifying a signal in accordance with the rotational speed difference ERD is registered as illustrated in FIG. In this embodiment, the registered gain is a value of “1” or less. The content of this amplification factor setting information API is correlated with the vehicle CR and the vehicle type of the engine sound generating vehicle from the viewpoint of generating a pseudo engine sound with a sense of travel during the gear position change period of the vehicle CR. It is determined in advance based on simulation, experience, and the like. Here, the “amplification factor setting information API” is determined in advance for each type of engine vehicle and for each change in gear position.

  In the “modulation degree information MDI”, a modulation rate for modulating the amplitude of the signal in accordance with the accelerator opening data AR is registered as illustrated in FIG. The contents of the modulation degree information MDI are correlated with the vehicle CR and the vehicle type of the engine sound generating vehicle from the viewpoint of producing mechanical pseudo engine sound during acceleration corresponding to the actual traveling operation of the vehicle CR. It is determined in advance based on simulation, experience, and the like.

(Configuration of characteristic change signal generator 112)
The configuration of the characteristic change signal generation unit 112 described above will be described.

As shown in FIG. 16, the characteristic change signal generation unit 112 includes five individual characteristic change signal generation units 211 _j (j = 1, 2,..., 5).

Each of the individual characteristic change signal generation units 211 _j (j = 1, 2,..., 5) holds the value of the engine speed ER _j therein. Each of the individual characteristic change signal generation units 211 _j accesses the storage unit 120 and reads the engine sound information ESI _j as the engine sound signal ESD _j (f). Also, each individual characteristic change signal generator 211 _j, subjected to false engine rotational speed ER _P sent from the calculating unit 111.

Then, each of the individual characteristic change signal generator 211 _j, based on the values and pseudo engine speed ER _P of the engine speed ER _j, the following (2), (3) equation satisfies the relationship characteristic change signal FSD _j Generate (F).
FSD _j (F) = ESD _j (f) (2)
F = f · (ER _P / ER _j ) (3)
Subsequently, each individual characteristic change signal generation unit 211 _j sends the generated characteristic change signal FSD _j (F) to the signal synthesis unit 113.

Here, FIG. 17A shows an example of the characteristic change signal FSD ₁ (F) obtained by shifting the frequency with respect to the engine sound signal ESD ₁ (f), and FIG. 17B shows the engine change signal FSD ₁ (F). An example of the characteristic change signal FSD ₂ (F) obtained by shifting the frequency with respect to the sound signal ESD ₂ (f) is shown as a representative example for explaining the frequency shift.

[Operation]
The operation of the engine sound output device 100 configured as described above will be described mainly focusing on the pseudo engine sound output processing by the control unit 110.

  It is assumed that the vehicle control unit 220 has started operation, and the detected vehicle speed SPC and accelerator opening ARC are sent from the vehicle control unit 220 to the control unit 110 at indefinite intervals.

Further, in the engine sound output device 100, the characteristic change signal generation unit 112 of the control unit 110 accesses the storage unit 120, and five “engine sound information ESI _j ” (j = 1 to 5) subjected to spectrum analysis. Is read as an engine sound signal ESD _j (f) (see FIG. 4).

Under such an operating environment, the control unit 110 executes a pseudo engine sound output process. In the pseudo engine sound output process, as shown in FIG. 18, first, in step S11, the interpolation unit 105 first determines the vehicle speed and accelerator opening received as initial vehicle speed data S and accelerator opening data A. Calculate as Next, in step S12, the interpolation unit 105 sets the vehicle speed data S to “S _O ” and sets the accelerator opening data A to “A _O ”. Thereafter, the process proceeds to step S13.

  In step S13, the interpolation unit 105 calculates the vehicle speed data S and the accelerator opening data A at the time when the predetermined interval ΔX has elapsed from the previous calculation time of the vehicle speed S and the accelerator opening A.

  Note that the vehicle speed data S and the accelerator opening data A calculated in step S13 are the vehicle speeds most recently received when the vehicle speed SPC and the accelerator opening ARC are received between the previous calculation time and the current calculation time. And the opening are calculated as vehicle speed data S and accelerator opening data A. On the other hand, if the vehicle speed SPC and the accelerator opening ARC are not received between the previous calculation time and the current calculation time, the vehicle speed data S and the accelerator opening data A at the previous calculation time are used as the current vehicle speed data. S and accelerator opening data A are calculated (see FIG. 5).

Next, in step S14, the interpolation unit 105 sets the vehicle speed data S calculated in step S13 to “S _N ”, and sets the accelerator opening data A calculated in step S13 to “A _N ”. In this embodiment, an interpolation value of the vehicle speed data is calculated from the vehicle speed data S _N and the vehicle speed data S _O separated by a certain interval ΔX, and the accelerator opening data A _N and accelerator opening data A _O separated by a certain interval ΔX. From this, the interpolation value of the accelerator opening data is calculated.

Next, in step S15, the interpolation unit 105 calculates the step interval ΔS of the vehicle speed data by the following equation (4), and calculates the step interval ΔA of the accelerator opening by the following equation (5).
ΔS = {(S _N −S _O ) / ΔX} · (N / f _s ) (4)
ΔA = {(A _N −A _O ) / ΔX} · (N / f _s ) (5)
Here, f _s is the sampling frequency of the control unit 110 that executes the output process of the pseudo engine sound. N is an integer value and can be set to, for example, “1000”. (N / f _s ) is a time interval for calculating the interpolation data.

  Subsequently, in step S16, the interpolation unit 105 sets “M = 0”. Thereafter, the process proceeds to step S17.

In step S17, the interpolation unit 105 calculates vehicle speed interpolation data SP using the following equation (6), and calculates accelerator opening interpolation data AR using the following equation (7).
_{SP = S O + ΔS · M} ... (6)
AR = A _O + ΔA · M (7)
The vehicle speed interpolation data SP thus calculated is sent from the interpolation unit 105 to the calculation unit 111. The calculated accelerator opening degree interpolation data AR is sent from the interpolation unit 105 to the calculation unit 111, the signal amplification unit 114, and the modulation signal generation unit 116.

  Subsequently, in step S18, “pseudo engine sound signal generation processing” is performed. Details of the processing in step S18 will be described later. Then, when the process of step S18 ends, the process proceeds to step S19.

In step S19, the interpolation unit 105 increments M. Continuing, in step S20, the interpolation section 105, whether it is a _{"M = round (ΔX · f s} / N) ". Here, round () is a function that rounds off the parentheses to make an integer value. Further, (ΔX · f _s / N) corresponds to the number of interpolation data within the interval ΔX when the interpolation data is calculated at the time interval (N / f _s ). If the result of this determination is negative (step S20: N), the process returns to step S17.

If the result of the determination in step S20 is affirmative (step S20: Y), the process proceeds to step S21. In step S21, the interpolation unit 105 sets “S _N ” related to the vehicle speed to “S _O ”, and sets “A _N ” related to the accelerator opening to “A _O ”. Thereafter, the process returns to step S13. Thereafter, the processes of steps S13 to S21 are repeated.

<Pseudo engine sound signal generation processing>
The “pseudo engine sound signal generation process” in step S18 described above will be described.

  As shown in FIG. 19, in the “pseudo engine sound signal generation process”, first, the calculation unit 111 acquires the vehicle speed interpolation data (“vehicle speed data”) SP sent from the interpolation unit 105 in step S31. Further, the accelerator 111 interpolation signal (“accelerator opening data”) AR sent from the interpolator 105 is acquired by the calculator 111, the signal amplifier 114, and the modulation signal generator 116. Thereafter, the process proceeds to step S32.

In step S32, the calculation unit 111 first sets a pseudo gear position corresponding to the vehicle speed data SP and the accelerator opening data AR with reference to the gear setting information GSI. Then, calculating unit 111, the gear ratio GR and the final reduction ratio GRF correspond to the pseudo gear set, read from the gear ratio information GRT, by the above-mentioned (1), calculates a pseudo engine speed ER _P.

In addition, the calculation unit 111 performs the “gear position changing period” specifying process corresponding to the change in the pseudo gear position. Then, in a period other than the “gear position changing period”, the calculation unit 111 calculates the pseudo engine speed ER _P by the equation (1), and the calculated pseudo engine speed ER _P is used as the characteristic change signal. The data is sent to the generation unit 112, the signal synthesis unit 113, and the modulation signal generation unit 116.

On the other hand, in the “gear position changing period”, the calculation unit 111 calculates the first virtual pseudo engine speed as the pseudo engine speed ER _{P and} uses the calculated pseudo engine speed ER _P as the characteristic change signal. The data is sent to the generation unit 112, the signal synthesis unit 113, and the modulation signal generation unit 116. In addition, during the gear position changing period, the calculation unit 111 sends a report GCP indicating that the gear position is changing and the rotation speed difference ERD to the signal amplification unit 114.

Next, in step S33, the characteristic change signal generation unit 112 changes the frequency characteristics of “engine sound signal ESD ₁ (f)” to “engine sound signal ESD ₅ (f)” to “characteristic change signal FSD ₁ ( F) "to" characteristic change signal FSD ₅ (F) ". Upon generation of such a "characteristic change signal FSD _j (F)", each of the individual characteristic change signal generator 211 _j, first, based on the value of the pseudo engine speed ER _P and the engine speed ER _j calculated, The value ER _P / ER _j is calculated. Subsequently, each of the individual characteristic change signal generation units 211 _j shifts the frequency f to (ER _P / ER _j ) times with respect to the “engine sound signal ESD _j (f)”, thereby the “characteristic change signal FSD _j ( F) ". Then, the characteristic change signal generation unit 112 sends the generated “characteristic change signal FSD ₁ (F)” to “characteristic change signal FSD ₅ (F)” to the signal synthesis unit 113 (see FIG. 16).

For example, when the false engine rotational speed ER _P calculated by the calculation unit 111 is 1800 [rpm], the individual characteristic change signal generator 211 _1, to the engine sound signal ESD ₁ (f), the frequency 1.8 The characteristic change signal FSD ₁ (F) is generated by shifting (= 1800/1000) times. The individual characteristic change signal generator 211 ₂ shifts the frequency by 0.9 (= 1800/2000) times with respect to the engine sound signal ESD ₂ (f) to generate a characteristic change signal FSD ₂ (F). (See FIG. 17).

In addition, the individual characteristic change signal generation unit 211 ₃ shifts the frequency by 0.6 (= 1800/3000) times with respect to the engine sound signal ESD ₃ (f) to thereby generate the characteristic change signal FSD ₃ (F). Generate. Further, the individual characteristic change signal generator 211 ₄ shifts the frequency by 0.45 (= 1800/4000) times with respect to the engine sound signal ESD ₄ (f) to generate a characteristic change signal FSD ₄ (F). To do. The individual characteristic change signal generation unit 211 ₁₅ shifts the frequency by 0.36 (= 1800/5000) times with respect to the engine sound signal ESD ₅ (f), so that the characteristic change signal FSD ₅ (F) is obtained. Generate.

Subsequently, in step S34, the signal synthesizing unit 113, indicated a "characteristic change signal FSD ₁ (F)" - "characteristic change signal FSD ₅ (F)", the volume setting table VOT corresponding to the pseudo engine speed ER _P The weighted composition is performed at the ratio (see FIG. 4).

For example, when the false engine rotational speed ER _P calculated by the calculation unit 111 is 1800 [rpm], the value of volume coefficients which can be read from the volume setting information VOI ₁ is read from the "0.3" and the volume setting information VOI ₂ volume The value of the coefficient is “0.7”. Also, the value of the volume coefficient that can be read from each of the volume setting information VOI ₃ , the volume setting information VOI ₄ , and the volume setting information VOI ₅ is “0” (see FIG. 12)). In such a case, the signal synthesizer 113 weights and synthesizes the characteristic change signal FSD ₁ (F) and the characteristic change signal FSD ₂ (F) at a ratio of 3 to 7.

  Subsequently, the signal synthesis unit 113 performs inverse Fourier transform on the weighted and synthesized signal to generate a characteristic change synthesized signal SND (t). Then, the signal synthesis unit 113 sends the characteristic change synthesis signal SND (t) to the signal amplification unit 114.

  Next, in step S35, the signal amplifying unit 114 performs signal amplification processing associated with the pseudo gear change. In this process, the signal amplifying unit 114 does not perform the signal amplification process associated with the pseudo gear change on the characteristic change combined signal SND (t) when the report GCP is not received. On the other hand, when receiving the report GCP indicating that the gear position is changing, the signal amplifying unit 114 uses the gain corresponding to the rotational speed difference ERD indicated in the gain setting information API and the characteristic change combined signal. Amplify SND (t).

  Subsequently, in step S36, the signal amplifying unit 114 amplifies the signal with an amplification factor corresponding to the accelerator opening degree data AR indicated in the amplification information GNI. Then, the signal amplifying unit 114 sends the amplified signal GSD (t) to the EQ unit 115 (see FIG. 4). Subsequently, in step S37, the EQ unit 115 performs a frequency characteristic changing process on the amplified signal GSD (t) to generate a signal ESD (t). Then, the EQ unit 115 sends the signal ESD (t) to the pseudo engine sound signal generation unit 117 (see FIG. 4). Thereafter, the process proceeds to step S38.

At step S38, the modulation signal generator 116, based on the calculated pseudo engine speed ER _P and the acquired accelerator opening data AR, the fundamental frequency f _P of the pseudo engine speed ER _P [Hz] (= A modulation signal MSD (t) is generated by using the 0.5th order of ER _P / 60) as a frequency and performing amplitude modulation of the amplitude modulation degree according to the accelerator opening data AR (see FIG. 8). Then, the modulation signal generating unit 116 sends the generated modulation signal MSD (t) to the pseudo engine sound signal generating unit 117 (see FIG. 4).

  Subsequently, in step S39, the pseudo engine sound signal generation unit 117 multiplies the signal ESD (t) sent from the EQ unit 115 by the modulation signal MSD (t) sent from the modulation signal generation unit 116. Thus, the pseudo engine sound signal PED is generated. Then, the pseudo engine sound signal generation unit 117 sends the generated pseudo engine sound signal PED to the vehicle interior sound output unit 210. As a result, the pseudo engine sound according to the pseudo engine sound signal PED is output from the vehicle interior sound output unit 210 to the inside of the vehicle CR.

  When the process of step S39 ends, the process of step S18 ends. Then, the process proceeds to step S19 in FIG.

  As described above, in this embodiment, the control unit 110 acquires the vehicle speed and the accelerator opening detected by the vehicle control unit 220. Then, in the control unit 110, the interpolation unit 105 converts the vehicle speed information into information at constant intervals, and linearly interpolates the converted information at regular intervals to calculate vehicle speed data SP. In addition, the interpolation unit 105 converts the accelerator opening information into information at a constant interval, and linearly interpolates the converted information at constant intervals to calculate the accelerator opening data AR.

Next, the calculation unit 111 determines a pseudo gear position from the interpolated vehicle speed data SP, the interpolated accelerator opening data AR, and the like, and based on the vehicle speed data, the pseudo gear position, and the like, the pseudo engine speed ER _P. Is calculated. The calculation unit 111 in a period other than a gear position change during the period, a pseudo engine speed ER _P which is calculated based on the vehicle speed data and the pseudo gear position, etc., characteristic change signal generator 112, signal synthesizer 113 And to the modulation signal generator 116.

On the other hand, during the gear position changing period, the calculation unit 111 calculates the first virtual engine speed RP as the pseudo engine speed ER _P , and uses the calculated engine speed ER _P as the characteristic change signal generation unit. 112, to the signal synthesis unit 113 and the modulation signal generation unit 116. In addition, during the gear position changing period, the calculation unit 111 sends a report GCP indicating that the gear position is changing and the rotation speed difference ERD to the signal amplification unit 114.

Subsequently, the characteristic change signal generation unit 112 reads the engine sound information ESI _j for each engine speed ER _j (j = 1 to 5) of the engine vehicle from the storage unit 120 as the engine sound signal ESD _j (f). The characteristic change signal generation unit 112 generates a “characteristic change signal FSD _j (F)” obtained by shifting the frequency by (ER _P / ER _j ) times with respect to the engine sound signal ESD _j (f). Then, the signal synthesizing unit 113, in the proportions indicated in volume setting table VOT corresponding to the pseudo engine speed ER _P, characteristic change signal FSD ₁ (F) ~ characteristic change signal FSD ₅ (F) is then weighted and combined The characteristic change composite signal SND (t) is generated.

  The signal amplifying unit 114 amplifies the characteristic change composite signal SND (t) at an amplification factor corresponding to the rotational speed difference ERD indicated by the amplification factor setting information API during the gear position changing period, The characteristic change composite signal SND (t) is amplified at an amplification factor corresponding to the accelerator opening degree AR indicated in the information GNI. On the other hand, in a period other than the gear position changing period, the signal amplifying unit 114 amplifies the characteristic change combined signal SND (t) at an amplification factor corresponding to the accelerator opening AR indicated in the amplification information GNI. Next, the EQ unit 115 performs a frequency characteristic changing process to generate a signal ESD (t).

The modulation signal generator 116, relative to the 0.5-order signal of a frequency corresponding to the pseudo engine speed ER _P calculated, the modulation signal MSD (t subjected to modulation according to the accelerator opening ) Is generated. Then, the pseudo engine sound signal generation unit 117 multiplies the signal ESD (t) sent from the EQ unit 115 by the modulation signal MSD (t) sent from the modulation signal generation unit 116, and the pseudo engine A sound signal PED is generated. The vehicle interior sound output unit 210 outputs the pseudo engine sound according to the pseudo engine sound signal PED generated in this way to the inside of the vehicle CR.

  For this reason, in a present Example, the simulated environment by the simulated engine sound corresponding to a driving | running | working state can be created in the vehicle interior of an electric vehicle.

  Therefore, according to the present embodiment, it is possible to appropriately create a simulated environment using simulated engine sounds corresponding to the running state without giving the user a sense of discomfort in the sense of hearing.

[Modification of Example]
The present invention is not limited to the above-described embodiments, and various modifications can be made.

  For example, in the above embodiment, the interpolation unit performs linear interpolation when calculating the interpolation data of the vehicle speed and the accelerator opening, but it is needless to say that other interpolation methods may be used.

  Further, in the above embodiment, the travel information (vehicle speed and accelerator opening) is received at irregular intervals, the travel information received at irregular intervals is converted into constant interval information, and the converted information at regular intervals is linear. Interpolation data for the vehicle speed and accelerator opening were calculated. On the other hand, when traveling information is received at regular intervals, the above-described processing for converting the traveling information into regular intervals is omitted, and the received traveling information is linearly interpolated to obtain vehicle speed and accelerator. Interpolation data of the opening may be calculated.

  In the above embodiment, the signal amplification unit amplifies the composite signal at a constant rate determined based on the rotational speed difference during the gear position change period. On the other hand, the signal amplifying unit may amplify the composite signal based further on the engine speed, the accelerator opening, or both the engine speed and the accelerator opening. Further, the amplification process in the embodiment may be omitted.

  In the above embodiment, the signal amplifying unit sets the amplitude of the pseudo engine sound signal during the gear position changing period to a constant value determined based on the rotational speed difference. On the other hand, in the engine sound output device, the frequency characteristic of the pseudo engine sound signal is based on the rotational speed difference while amplifying the amplitude of the pseudo engine sound signal according to the accelerator opening during the gear position change period. It may be changed. Also, the amplitude of the pseudo engine sound signal during the gear position change period is set to a constant value determined based on the rotation speed difference, and the frequency characteristic of the pseudo engine sound signal during the gear position change period is set based on the rotation speed difference. May be changed.

  When changing the frequency characteristic of the pseudo engine sound signal during the gear position change period based on the rotation speed difference, for example, the gear position change with respect to the frequency characteristic of the sound signal during a period other than the gear position change period The level of the low-frequency component of the pseudo engine sound in the middle period is reduced, and further, the level of the low-frequency component of the pseudo engine sound is decreased as the rotational speed difference is smaller. By changing the frequency characteristics in this way, the level of the low-frequency component of the pseudo engine sound is lowered when the gear is changed (the engine is not connected to the gear) compared to the state where the engine is connected to the gear. Can do. Furthermore, at the time of gear change, the level of the low frequency component of the pseudo engine sound can be lowered as the rotational speed difference is smaller. For this reason, the change of the engine sound at the time of the gear change in the engine vehicle can be reproduced.

  In the above-described embodiment, all the components of the engine sound output device 100 are mounted on the vehicle CR. However, as in the second embodiment described above, the communication with the terminal device mounted on the vehicle CR is performed. A possible server device may be provided with some functions of the components of the engine sound output device 100.

In the above embodiment, the storage unit 120 includes five pieces of “engine sound information ESI ₁ ”,..., “Engine sound information ESI ₅ ” for every 1000 rpm. On the other hand, the number of engine sound information may be 2 or more, 4 or less, or 6 or more, and the interval of the engine speed of the engine vehicle at the time of data collection is 1000 [rpm]. It is not limited to this, and an arbitrary interval may be used.

In the above embodiment, the engine sound information ESI _j (f) (j = 1, 2,..., 5) stored in the storage unit 120 is the sound collection data collected in the engine room of the engine vehicle. Was obtained as spectral data. On the other hand, the engine sound information may be an engine sound signal (t) composed of time-series sound data.

When the engine sound information is an engine sound signal (t) composed of time-series sound data, the individual characteristic change signal generation unit sets the time interval between the sound data in the engine sound signal (t) ( The characteristic change signal (T) may be generated by multiplying ER _P / ER _j ) ⁻¹ .

  When the characteristic change signal is generated from the engine sound signal (t) composed of time-series sound data, the characteristic change signal in the control unit is not used when the above-described process for changing the time interval between the sound data is not performed. You may make it perform the spectrum analysis of the said engine sound signal (t) in the front | former stage of a production | generation part.

  In the above embodiment, the engine sound information is collected within the engine room of the engine vehicle. However, the engine sound information may be collected outside the engine room.

In the above-described embodiment, the control unit acquires engine sound information ESI _j (j = 1 to 5) stored in the storage unit 120 when outputting the pseudo engine sound. On the other hand, the control unit may acquire only engine sound information for performing weighted synthesis corresponding to the pseudo engine speed.

In the above embodiment, when generating the pseudo engine sound signal, the signal combining unit, to increase the rate of property change signal FSD higher weighting synthesis corresponding to the engine rotational speed close to the pseudo engine speed ER _P, the pseudo With respect to the characteristic change signal FSD corresponding to the engine speed ER _P away from the engine speed ERP, the characteristic change signal FSD _j (F) (j = 1 to 5) is weighted and synthesized in such a manner that the ratio of weighting synthesis is reduced. It was decided. On the other hand, the signal synthesizer may synthesize the characteristic change signal FSD _j (F) (j = 1 to 5) with a constant synthesis rate.

  In the above embodiment, when generating the pseudo engine sound signal, the signal amplifying unit amplifies the signal sent from the signal synthesizing unit according to the accelerator opening, but the amplification processing is not performed. May be.

  Further, in the above-described embodiment, when generating the pseudo engine sound signal, the EQ unit performs a frequency characteristic changing process on the amplified signal GSD (t) according to the vehicle type of the collection source engine vehicle. However, the processing of the EQ unit may not be performed. In this case, the EQ unit in the control unit can be omitted as a component of the engine sound output device.

  Further, in the above embodiment, when generating the pseudo engine sound signal, the modulation signal generation unit modulates the 0.5th order signal of the frequency corresponding to the pseudo engine speed according to the accelerator opening. The modulation signal MSD (t) subjected to is generated. Then, a pseudo engine sound modulated based on the modulation signal is output. On the other hand, the pseudo engine sound may be output without performing the modulation based on the modulation signal. In this case, the modulation signal generator in the control unit can be omitted as a component of the engine sound output device.

  Further, the contents of the transition time calculation information TDI, the volume setting table VOT, the amplification information GNI, the amplification factor setting information API, and the modulation degree information MDI in the above embodiment are merely examples, and are other contents. Of course, it is also good.

  Moreover, although the engine sound output apparatus of said Example memorize | stored engine sound information, you may make it acquire the said engine sound information from another apparatus.

  Further, in the above embodiment, the engine sound output device includes the storage unit. On the other hand, when equipment that can be used as a storage unit is arranged in the vehicle, the equipment may be used.

  In the above embodiment, the present invention is applied to a device disposed in an electric vehicle. However, the present invention is applied to a device disposed in a vehicle (for example, a hybrid vehicle) that uses electric energy as part of driving energy. Of course, can be applied.

  Further, the present invention may be applied to a device arranged in an engine vehicle. In this case, the engine vehicle that outputs the pseudo engine sound and the engine sound generating vehicle may be the same vehicle. The engine vehicle that outputs the pseudo engine sound and the engine sound generating vehicle may be different vehicles or vehicles of different vehicle types.

  Moreover, about said Example, the deformation | transformation similar to the deformation | transformation with respect to 1st Embodiment mentioned above can be given suitably.

DESCRIPTION OF SYMBOLS 100 ... Engine sound output device 110 ... Control unit (interpolation part, calculation part, production | generation part)
700 ... Engine sound output device 715 ... Interpolation unit 720 ... Calculation unit 740 ... Generation unit

Claims (8)

An interpolation unit that interpolates an acquisition result of vehicle travel information transmitted from the outside and calculates a plurality of interpolation data;
The synthesized sound information is generated by synthesizing a plurality of signals based on engine sound information for each engine speed of the engine sound generating vehicle, and corresponding to each of the plurality of interpolation data calculated by the interpolation unit. A generator for generating a pseudo engine sound signal based on
An engine sound output device comprising: The interval at which the travel information is transmitted is a fixed interval,
The interpolation unit interpolates the information at every fixed interval to calculate the interpolation data.
The engine sound output device according to claim 1. The interval at which the travel information is transmitted is an indefinite interval,
The interpolation unit converts the travel information received at the indefinite interval into information at a constant interval, interpolates the information at the predetermined interval, and calculates the interpolation data.
The engine sound output device according to claim 1. Based on each of the interpolation data calculated by the interpolation unit, further includes a calculation unit that calculates a pseudo engine speed corresponding to the engine speed when the drive mechanism corresponding to each of the interpolation data is an engine,
The generating unit generates a plurality of characteristic change signals in which frequency characteristics of signals corresponding to the engine sound information are changed based on the calculated pseudo engine speed, and then generates the plurality of characteristic change signals. Generating the synthesized sound information based on
The engine sound output device according to any one of claims 1 to 3, wherein   5. The engine sound output device according to claim 1, wherein the travel information includes at least one of a vehicle speed and an accelerator opening degree of the vehicle. An engine sound output method used in an engine sound output device including an interpolation unit and a generation unit,
An interpolation step in which the interpolation unit interpolates the acquisition result of vehicle travel information transmitted from the outside to calculate a plurality of interpolation data;
The generator synthesizes a plurality of signals based on engine sound information for each engine speed of the engine sound generating vehicle, and generates synthesized sound information corresponding to the plurality of interpolation data calculated by the interpolation unit. Generating a pseudo engine sound based on the synthesized sound information;
An engine sound output method comprising:   An engine sound output program for causing a computer included in the engine sound output apparatus to execute the engine sound output method according to claim 6.   8. A recording medium in which the engine sound output program according to claim 7 is recorded so as to be readable by a computer included in the engine sound output device.

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