JP4043150B2 - Car audio system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an in-vehicle audio apparatus, for example, an in-vehicle audio apparatus suitable for being mounted in a hybrid car.
The audio reproduction sound from the in-vehicle audio device is difficult to always provide the user with the optimum volume and sound quality due to the noise generated from the vehicle during traveling. For this reason, conventionally, an in-vehicle audio apparatus having an automatic volume correction function that automatically corrects a volume in response to noise has been put to practical use.
[0002]
On the other hand, in recent years, the realization of a hybrid car that incorporates not only an engine but also a motor (electric motor) as a driving source has been realized, and it has become possible to achieve breakthrough improvements in both fuel efficiency and exhaust gas. However, since such a hybrid car has a completely different drive source form compared to a conventional engine-driven car, the noise generation form is also completely different, and the conventional automatic volume correction function can be used as it is. In addition, there is a demand for realization of an automatic sound volume and an automatic sound quality correction function unique to hybrid cars.
[0003]
The present invention describes an audio apparatus suitable for being mounted on such a hybrid car.
[0004]
[Prior art]
Conventional in-vehicle audio devices equipped with an automatic volume correction function are mounted on engine-driven vehicles, and in order to perform automatic volume correction, noise in the vehicle interior is directly adjusted mainly using a microphone, a vehicle speed sensor, an engine speed sensor, etc. Detect or guess this.
[0005]
Among these, the noise detection by the microphone picks up the noise that can be actually heard in the passenger compartment, and can accurately detect the noise. However, since the actual sound in the passenger compartment consists of the original audio reproduction sound and the noise buried therein, a noise component extraction device is required to extract only this noise component.
On the other hand, looking at the vehicle speed sensor and the engine speed sensor described above, these sensors are used for noise detection for the following reason. In the case of an engine-driven vehicle, the noise sources are mostly road noise generated between the tires of the running vehicle and the road surface, so-called wind noise, and engine rotation noise. The noise from the noise source increases as the vehicle speed increases, and conversely decreases as the vehicle speed decreases.
[0006]
Thus, there is a close relationship between the noise in the passenger compartment of an engine-driven vehicle and the vehicle speed and engine speed of the vehicle. Paying attention to this point, the vehicle speed and the engine speed are detected using sensors, and the noise in the passenger compartment is estimated from the detection result. Such noise estimation enables automatic volume correction with a certain degree of follow-up.
[0007]
[Problems to be solved by the invention]
The above-described noise component extraction device is used for detecting the noise by the microphone. This device separates and analyzes the noise component and the audio reproduction sound component from the sound in the passenger compartment, such as FFT. There is a first problem that a complicated DSP device constituting the high-speed arithmetic device is required.
[0008]
Furthermore, the noise estimation method using the vehicle speed sensor and the engine speed sensor for engine-driven vehicles has the following problems. Considering a hybrid car here, in the case of a hybrid car, in addition to the aforementioned road noise, wind noise, and engine rotation sound, a motor (electric motor) rotation sound is added as the noise source described above. . Further, the noise generation state from the noise source is not as simple as an engine-driven vehicle, but is complicated and changes every moment.
[0009]
That is, in the case of a hybrid car, a total of four modes of engine operation and non-operation and motor operation and non-operation are traveled in a complicated combination. It will change in a complicated way. For this reason, even if the conventional noise estimation method adapted to an engine-driven vehicle is applied to an audio device mounted on a hybrid car as it is, a correction shift, that is, an undercorrection or an overcorrection occurs in the correction of the sound volume and sound quality, and the user There is a second problem that it is difficult to provide optimal sound volume and sound quality.
[0010]
This second problem is caused by the addition of motor rotation noise to the conventional noise source. Specifically, when the vehicle decelerates, the drive wheels rotate the motor to perform regenerative braking (regenerative power generation). Motor rotation sound generated when the motor is generated is added as noise, and motor rotation sound is also added when the motor rotates upon receiving power supply from the battery.
[0011]
Therefore, in view of the above-described problems, the present invention is capable of generating noise with high accuracy without using a microphone even when the noise generation state changes from moment to moment without directly depending on the running state of the vehicle as in a hybrid car. It is an object of the present invention to provide an in-vehicle audio apparatus capable of performing automatic sound volume / sound quality correction by estimating the above.
[0012]
[Means for Solving the Problems]
FIG. 1 is a basic configuration diagram of an in-vehicle audio apparatus according to the present invention and a vehicle equipped with the same.
The in-vehicle audio device 7 according to the present invention is an audio device mounted on a vehicle as follows. In other words, the engine 1 and the motor 4 are provided as drive sources for the drive wheels 2 of the vehicle, and the generator 5 provided between the engine 1 and the motor 4 and the battery 5 linked to the generator 3 and the motor are provided. An in-vehicle audio apparatus that has an automatic sound volume / sound quality correction means 10 that is mounted on a vehicle provided as a power source and adjusts the audio reproduction sound from the sound source 8 to a sound volume / sound quality adapted to the noise in the vehicle interior of the vehicle. is there.
[0013]
Here, the automatic sound volume / sound quality correction means 10 adjusts the sound volume / sound quality of the audio reproduction sound in accordance with the amount of energy transmission detected by the energy flow detection means 6. And the said energy flow detection means 6 is mounted in the said vehicle, and the various energy of the energy transmitted mutually between the said driving wheel 2, the said drive source (1, 4), and the said electric power source (3, 5) is shown. It performs the function of detecting information about the flow ((1), (2)... (8)).
[0014]
Thus, the audio reproduction sound that is always optimal for the user in terms of volume and sound quality can be provided from the speaker 9 of the audio device 7.
As described above, the audio device 7 of the present invention is more preferably based on the energy flow information related to the energy flow (1), (2). In addition, vehicle speed information, engine speed information, and the like of the vehicle that are used in general are added, and volume and sound quality are automatically corrected. As a result, noise inherent to the hybrid car that cannot be generated in an engine-driven vehicle can be estimated with considerably high accuracy without using the above-described microphone. This point will be described more specifically.
[0015]
The characteristics of the noise generated by the hybrid car (the following）) will be described for each operation mode (1) to (5).
(1) When stopped
When the battery 5 is fully charged, the engine 1 stops and no noise is generated.
・ When the system is started, an idling sound can be heard like a normal engine-driven vehicle.
* In addition, in this case,
-The engine is idling and the engine noise is slightly heard compared to when the engine 1 is stopped. (As long as the engine 1 is not stopped, an idling sound is always heard.)
(2) Starting and running at low speed
◎ Because the motor 4 starts driving, there is no significant noise, and the increase in road noise accompanying the increase in vehicle speed is the main noise.
* In addition, in this case,
-Engine noise increases as the engine speed increases, and road noise increases as the vehicle speed increases.
[0016]
(3) During normal driving
In order to achieve the maximum efficiency, the ON / OFF of the motor 4 and the ON / OFF of the engine 1 change rapidly, and sometimes the motor and the engine also stop. Noise is mainly road noise and wind noise.
* In addition, in this case,
-Engine 1 noise, road noise and wind noise are always generated.
[0017]
(4) Fully open acceleration
・ It becomes a high load state, and both the motor 4 and the engine 1 are fully active. The engine speed increases considerably, the noise of the engine 1 increases, and road noise and wind noise increase as well.
* In addition, in this case,
・ The engine speed increases considerably, and the noise of the engine 1 increases. Road noise and wind noise will also increase.
[0018]
(5) During deceleration
◎ When slowly decelerating, both the engine 1 and the motor 4 stop, and road noise and wind noise that gradually decrease as the vehicle speed decreases become the main noise.
◎ When sudden deceleration exceeds a set value, the above-mentioned “regenerative brake” is activated and the sound of the motor 4 becomes loud. The sound of the motor 4 is heard immediately before stopping.
* In addition, in this case,
-Engine speed decreases and engine 1 noise decreases. As the vehicle speed decreases, road noise and wind noise will gradually decrease.
[0019]
The various noises characteristic of the hybrid car described above can be estimated from the energy flow information detected by the energy flow detection means 6 shown in FIG. 1, and this is reflected in the automatic volume / sound quality correction (means 10). The optimum audio playback sound is provided to the user from the speaker 9. The energy flow detecting means 6 is specifically realized as a means for generating energy flow data (described later) to be displayed on the monitor M (FIG. 1) in a known vehicle “Prius”. In the present invention, the existing energy flow data is used as the above-described energy flow information.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 2 is a block diagram showing an audio device and its peripheral function unit according to the present invention. Throughout the drawings, similar components are denoted by the same reference numerals or symbols.
In FIG. 2, the components 6, 7, 8, 9, 10, M and AMP are as already shown in FIG. The components newly shown in FIG. 2 include a determination / control unit 11 and a volume / sound quality adjustment unit 12 which are main parts of the automatic volume / sound quality correction means 10 in the audio device 7. A user volume / sound quality setting unit 13 and a user effect selection unit 14 that give various instruction information to the user, an existing vehicle speed detection unit 21, an engine speed detection unit 22, and a road surface condition detection provided around the audio device 7. Part 23.
[0021]
As shown in FIG. 2, the audio device 7 is
A user volume / sound quality setting unit 13 that cooperates with the volume / sound quality correction unit 10 is provided, and the degree of adjustment of the volume / sound quality can be set according to the volume / sound quality set by the user.
A user effect selection unit 14 cooperating with the sound volume / sound quality correction unit 10 is included, and the effect of adjusting the sound volume / sound quality can be selected according to the user's preference.
[0022]
Further, as shown in FIG. 2, there is a vehicle speed detection unit 21 mounted on the vehicle around the audio device 7, and the volume / volume of the audio reproduction sound according to the fluctuation of the vehicle speed detected by the vehicle speed detection unit 21. Further correction is made to the adjustment amount of the sound quality.
Further, in the vicinity thereof, an engine speed detector 22 mounted on the vehicle is provided, and the volume and sound quality of the audio reproduction sound are adjusted according to the fluctuation of the engine speed detected by the engine speed detector 22. Make further corrections to the quantity.
[0023]
Further, the vehicle has a road surface condition detection unit 23 mounted on the vehicle, and adjusts the volume and sound quality of the audio reproduction sound in accordance with the variation in road surface flatness (road surface unevenness) detected by the road surface state detection unit 23. Make further corrections to the quantity.
The energy flow detection means 6 shown in FIG. 2 (also in FIG. 1) will be further described. As described above, the energy flow detection means 6 is an existing means for generating energy flow data to be displayed on the monitor M in the well-known vehicle “Prius”. This energy flow data is used as input data to the monitor M. On the other hand, in the present invention, it is used as energy flow information given to the automatic sound volume / sound quality correction means 10. That is, the energy flow data input to the monitor M and the energy flow information are substantially the same. Therefore, the energy flow data to the monitor M, which becomes this energy flow information, will be shown more specifically below.
[0024]
FIG. 3 is a diagram showing an example of the screen of the monitor M (part 1).
FIG. 4 shows the same figure (Part 2).
FIG. 5 is the same figure (No. 3).
(A) to (I) shown in FIGS. 3 to 5 are monitor screens for each operation mode. In FIG. 3, “engine” is engine 1, “battery” is battery 5, and “motor” is motor 4. The “tire” refers to the drive wheel 2. The generator 3 is not displayed as an image on the actual monitor (M) screen.
[0025]
3 to 5, the energy flow data on the monitor M is displayed as a thick arrow with hatching. The energy flow detection means 6 for generating these energy flow data is mainly composed of a microcomputer (microcomputer 31 in FIG. 6) that detects and takes in required physical quantities of each part around the engine. A program for creating predetermined energy flow data is executed by the microcomputer. These existing energy flow data are utilized as energy flow information in the present invention.
[0026]
Hereinafter, the monitor screens (A) to (I) shown in FIGS.
[1: At system startup / stop]
(A) or (B) When starting, the engine 1 is started. However, when the temperature of the cooling water exceeds a certain level, the engine 1 is automatically stopped.
[0027]
(A) or (B) When the vehicle is stopped, when the battery 5 needs to be charged or the compressor of the air conditioner needs to be driven, the engine is in an operating state. Otherwise, the engine 1 is stopped.
[2: When starting and running at low speed]
(C) In a region where the engine efficiency is low, such as low-speed traveling, the fuel is cut or the engine 1 is stopped, and the motor 4 travels.
[3: During normal driving]
(D), (E) or (F) Engine power is divided into two paths by a power split mechanism (not shown). There are two paths: a path for directly driving the axle and a path for generating power by driving the generator 3.
[0028]
(D), (E) or (F) This power is used to drive the motor 4 to assist the driving force. The ratio of these paths is controlled to achieve maximum efficiency.
(D), (E) or (F) When the amount of charge of the battery 5 decreases, the amount of power generation is increased, and the battery 5 is automatically controlled to maintain a constant charge state.
(G) Since it is not necessary to drive the axle on a downhill or the like, both the engine 1 and the motor 4 may stop.
[4: High load (when fully opened)]
(H) Electric power is also supplied from the battery 5 at the time of high load such as during full open acceleration, and further driving force is added.
[5: During deceleration and braking]
(I) At the time of deceleration and braking, the motor 4 driven by the wheel (2) acts as the generator 3 to perform regenerative power generation. The energy recovered by regenerative power generation is stored in the battery 5.
[0029]
Referring to FIG. 1 again based on the understanding of the energy flow according to FIGS. 3 to 5 described above, in the description according to FIG. 1, “the energy flow detection means 6 is mounted on the vehicle and the driving wheel 2 And information on various flows of energy ((1), (2) ... (8)) transmitted between the drive source (1, 4) and the power source (3, 5). However, the following two embodiments (I) and (II) are more preferably used. Ie
(I) Audio depending on the amount of energy transmitted from the engine 1 to the drive wheels 2 and the amount of energy transmitted from the engine 1 to the motor 4 and the battery 5 via the generator 3 respectively. Adjust the volume and quality of the playback sound.
[0030]
(II) The volume and sound quality of the audio reproduction sound are adjusted according to the amount of each energy transmitted between the drive wheel 2, the generator 3 and the battery 5 and the motor 4.
FIG. 6 is a diagram showing a specific example of the audio apparatus 7 shown in FIG.
In this figure, the sound source (8 in FIG. 2) is the CD player 38, the user volume / sound quality setting unit (13 in FIG. 2) is the VOL (volume) knob 33, and the user effect selection unit (14 in FIG. 2) is the effect. As the changeover switch 34, the judgment / control unit (11 in FIG. 2) is shown as a microcomputer 31 and the volume / sound quality adjustment unit (12 in FIG. 2) is shown as an electronic VOL-IC 32.
[0031]
In the specific example of FIG. 6, the microcomputer 31 is also used as the above-described microcomputer (microcomputer forming the main part of the energy flow detection means 6), and is also connected to the monitor M.
The microcomputer 31 collects various information from the vehicle information LAN 37 via the communication IC 36. The LAN 37 is connected to various detection units 21, 22 and 23 shown in FIG. 2, collects detection data from these detection units, and transfers them to the microcomputer 31.
[0032]
Looking at the engine speed detector (22 in FIG. 2) in the various detectors (21, 22, 23), the detector 22 is a certain number of times for a predetermined cylinder in the engine 1 of the vehicle. The engine speed is determined based on the output interval of the signal indicating that the fuel has been injected. In this case, the engine speed is easily determined by using the “fuel injection time” information that is originally generated in the “Prius” and placed on the vehicle information LAN 37.
[0033]
This fuel injection time information will be described in a little more detail.
For example, when fuel is injected from the fuel injection into the first cylinder in the engine 1, 20 injection times for each time (this is called one event) are accumulated to calculate the sum, and for each event A timing signal is input to the microcomputer 31. The engine speed is obtained from this timing signal.
[0034]
That is, since one event occurs at the timing of 20 injections, the engine speed can be determined from the event interval. For example, when the event interval is 800 ms, 20 injections are equivalent to 40 revolutions in 4 cycles, and therefore the engine speed (rpm) may be (40 / 0.8) × 60 = 3000 revolutions / minute. I understand.
[0035]
Next, regarding the road surface condition detection part (23 in FIG. 2) in the various detection parts (21, 22, 23), this can be realized by an existing suspension damping control sensor (not shown). Usually, the unevenness of the road surface is detected from the output signal of this sensor, and the damping force of the suspension is adjusted. Therefore, the output signal of this sensor can be taken into the automatic sound volume / sound quality correction means 10 as road surface unevenness information. In general, if the road surface is very uneven, the noise in the passenger compartment increases, and in such a case, the volume is increased. Alternatively, the sound quality of the audio reproduction sound, for example, the low frequency component (or high frequency component) is increased according to the user's preference.
[0036]
A wide variety of vehicle speed detectors 21 are already known and any of them may be adopted, and will not be described in further detail.
Under the circumstances as described above, the effect changeover switch 34 (the user effect selection unit 14 in FIG. 2) gives priority to which factor the user gives from among factors such as energy flow, vehicle speed, fuel injection time, and road surface condition. (Or disregarding it), you want to correct the volume and sound quality, or you want to increase or decrease the adjustment amount for correction, or want to cancel or cancel such adjustment It is possible to capture various user needs.
[0037]
A typical operation example will be described below.
FIG. 7 is a flowchart (part 1) showing an operation example according to the present invention.
FIG. 8 is the same figure (the 2).
7 and 8 are performed according to a program in the microcomputer 31 (FIG. 6).
[0038]
Step ST1: The microcomputer 31 detects the volume position set by the user using the VOL knob 33. This is the volume position a.
Step ST2: The microcomputer 31 detects the effect information selected by the user using the effect changeover switch 34. This is referred to as effect information b.
Step ST3: The microcomputer 31 detects the vehicle speed from the vehicle speed detector 21. This is the vehicle speed c.
[0039]
Step ST4: The microcomputer 31 detects the amount of energy transmitted from the energy flow detection means 6. This is the energy transfer amount d.
State ST5: On the other hand, the microcomputer 31 always measures the output interval of the fuel injection time described above.
Step ST6: The output interval of the fuel injection time immediately before entering the series of routines of FIGS. 7 and 8 is detected. This is the output interval e.
[0040]
Step ST7: Next, the microcomputer 31 determines a volume increase amount (amount to be corrected by the automatic volume / sound quality correction means 10) based on the above a to e. This is the volume increase amount α. More specifically, the vehicle speed (c), the energy transmission amount (d), the vehicle engine speed (output interval e), and the volume (a) set by the user are used as parameters for each level of the set volume. A volume setting matrix (first matrix) in which volume adjustment amounts are set in advance is provided, and the degree of adjustment is read out from the volume setting matrix and determined.
[0041]
In this case, the effect of the adjustment on the volume and sound quality can be selected according to the user's designation, that is, according to the effect information (b) (if there is a special designation from the user).
Step ST8: Based on the road surface unevenness information from the road surface condition detection unit 23, the volume increase amount α is further corrected. This is set as a correction volume increase amount α ′.
[0042]
That is, the volume adjustment amount is further corrected according to the fluctuation (unevenness) of the road surface flatness detected by the road surface condition detection unit 23 mounted on the vehicle.
Step ST9: The low frequency component of the audio reproduction sound enhanced based on the sound quality set by the user from the user sound volume / sound quality setting unit 13 is further corrected according to the corrected volume adjustment amount (α ′). This enhancement-reducing component is β.
[0043]
In this case, a low-frequency enhancement matrix (second matrix) in which the corrected volume adjustment amount (α ′) and the above-described reduction component enhancement amount (β) are paired is provided, and the low-frequency component enhancement amount (β ) Is determined by reading from the low-frequency enhancement matrix.
The first matrix (volume setting matrix) and the second matrix (low frequency enhancement matrix) will be described in detail later.
[0044]
Step ST10: The value (a + α ′) and β obtained by the microcomputer 31 through the above steps are transmitted to the electronic VOL-IC 32, and the target volume / sound quality correction is completed for the first routine, and the step is again performed. Return to ST1.
Looking again at step ST3, when changing the volume / sound quality adjustment amount according to the fluctuation of the vehicle speed (c), the adjustment amount changes depending on whether or not the vehicle speed exceeds a predetermined speed threshold value Ths. Here, it is desirable to provide hysteresis so that the speed threshold value Ths is different between when the vehicle speed (c) increases and when it decreases.
[0045]
For example, the transition from “correction amount X at 10 to 30 km” to “correction amount Y at 30 to 50 km” in the state of acceleration is performed when the vehicle speed exceeds 35 km / h. When the vehicle speed rises and then starts to drop, when the vehicle speed becomes 25 km / h or less, the "correction amount Y at 30-50 km" is returned to "correction amount X at 10-30 km". In this case, it has a hysteresis of ± 5 km / h.
[0046]
Looking again at step ST6 for the same purpose, when changing the volume / sound quality adjustment amount according to the fluctuation of the output interval e (engine speed), a predetermined engine speed threshold value Thr is set to the engine speed ( The adjustment amount is changed depending on whether or not e) is exceeded. Here, the engine speed threshold value Thr has a hysteresis so that the engine speed (e) is different when the engine speed (e) is increased and when the engine speed is decreased. It is desirable to
[0047]
For example, the output interval (e) of the fuel injection time shifts from small to large when e exceeds 900 ms, and conversely shifts from large to small when e becomes 700 ms or less. . In this case, it has a hysteresis of ± 100 ms.
The reason why the hysteresis is provided in this way is to prevent the volume change from following the subtle changes in the vehicle speed and engine speed near the threshold level. If the volume change follows the sensitivity, the “sounding sensation” becomes prominent and the user feels uncomfortable.
[0048]
Further, description will be added to steps ST7, ST8 and ST9 in FIG. First, the first matrix (volume setting matrix) in step ST7 will be examined.
FIG. 9 is a diagram showing a detailed example of the first matrix (part 1),
FIG. 10 is the same figure (the 2).
[0049]
These matrices are so-called correction tables, and each value in the table is calculated in advance and stored in a memory area in the microcomputer 31 (FIG. 6). However, only a part of the correction table is shown due to space limitations.
FIG. 9 shows the first matrix when “effect is small”, and FIG. 10 shows the first matrix when “effect is large”. The large effect and the small effect are the large and small effects selected by the user effect selection unit 14 according to the user's preference.
[0050]
In each of FIGS. 9 and 10, numerical values such as 1, 2, 3,... In the column of the volume position (a in step ST1) represent the volume increase amount α described above. 0 indicates that the user-set volume remains unchanged.
Here, looking at step ST8 (FIG. 8), the volume increase amount α is corrected to α ′ by road surface unevenness information. When the unevenness information is larger than a certain threshold value (the unevenness is severe), α ′ is obtained by adding a certain amount to α. When it is smaller than the threshold value (unevenness is gentle), α = α ′ may be set.
[0051]
In the specific example, the above fixed amount is set to +2 dB.
FIG. 11 is a diagram showing a detailed example of the second matrix.
As shown in step ST9 (FIG. 8), the enhanced low-frequency component β changes according to the above α ′. A correction table that predetermines the degree of change at this time is the second matrix (low-frequency enhancement matrix). This β is expressed as an offset value for the setting value of “BASS” from the user by the user volume / sound quality setting unit 13 (FIG. 2). This offset value is given from the microcomputer 31 as control data to a BASS control circuit (not shown) formed in the electronic VOL-IC 32 (FIG. 6).
[0052]
【The invention's effect】
As described above, according to the present invention, in a hybrid car, with a relatively simple software without using a microphone, regardless of whether the vehicle is stopped or running, the user can have an optimal volume and sound quality. Audio playback sound can be provided.
[0053]
In particular, in the case of a hybrid car, unlike a conventional drive vehicle with only an engine, it contributes to the noise in the passenger compartment, which is characterized by motor noise in addition to vehicle speed, engine speed, and road surface conditions. Furthermore, it is also characteristic that regenerative braking sound during deceleration (regenerative electric power from the drive wheels moves the motor and generates a large motor sound). Thus, the greatest effect of the present invention is that it can cope with the noise generated from the motor. In this case, since noise is estimated by paying attention to the amount of energy transfer, it is an advantage of the present invention that it can be applied not only to hybrid cars but also to electric vehicles (EV) and ordinary gasoline vehicles.
[Brief description of the drawings]
FIG. 1 is a basic configuration diagram of an in-vehicle audio apparatus according to the present invention and a vehicle equipped with the same.
FIG. 2 is a block diagram showing an audio device and its peripheral function units according to the present invention.
FIG. 3 is a diagram (part 1) illustrating an example of a screen of a monitor M;
FIG. 4 is a diagram (part 2) illustrating an example of a screen of the monitor M;
FIG. 5 is a diagram (part 3) illustrating an example of a screen of the monitor M;
6 is a diagram showing a specific example of the audio device 7 shown in FIG. 2. FIG.
FIG. 7 is a flowchart (part 1) illustrating an operation example according to the present invention.
FIG. 8 is a flowchart (part 2) illustrating an operation example according to the present invention.
FIG. 9 is a first diagram illustrating a detailed example of a first matrix;
FIG. 10 is a second diagram illustrating a detailed example of a first matrix;
FIG. 11 is a diagram illustrating a detailed example of a second matrix.
[Explanation of symbols]
1 ... Engine
2 ... Drive wheels
3 ... Generator
4 ... Motor
5 ... Battery
6 ... Energy flow detection means
7. Audio equipment
8 ... Sound source
9 ... Speaker
10: Automatic volume / sound quality correction means
11 ... Volume / sound quality adjustment section
12: Judgment / control unit
21 ... Vehicle speed detector
22 ... Engine speed detector
23 ... Road surface condition detection unit

Claims (14)

A vehicle having an engine and a motor as a drive source for driving wheels of a vehicle, and a generator provided between the engine and the motor and a battery linked to the generator and the motor as a power source Mounted on the vehicle, and has an automatic sound volume / sound quality correction means for adjusting the sound reproduction sound from the sound source to a sound volume / sound quality adapted to the noise in the vehicle interior of the vehicle,
Energy flow detecting means mounted on the vehicle for detecting information relating to various flows of energy transmitted between the driving wheel, the driving source and the power source;
The in-vehicle audio apparatus characterized in that the automatic sound volume / sound quality correcting means adjusts the sound volume / sound quality of the audio reproduction sound in accordance with the amount of the energy transmitted detected by the energy flow detecting means. The audio according to the amount of energy transmitted from the engine to the drive wheel and the amount of energy transmitted from the engine to the motor and the battery via the generator. The in-vehicle audio apparatus according to claim 1, wherein the volume and quality of reproduced sound are adjusted. The volume and quality of the audio reproduction sound are adjusted according to the amount of each energy transmitted between the drive wheel, the generator and the battery, and the motor. The in-vehicle audio device according to 1. The vehicle-mounted vehicle according to claim 1, further comprising a vehicle speed detector mounted on the vehicle, and further correcting a volume / sound quality adjustment amount with respect to the audio reproduction sound according to a change in vehicle speed detected by the vehicle speed detector. Audio equipment. When changing the volume / sound quality adjustment amount according to the vehicle speed fluctuation, the adjustment amount is changed depending on whether the vehicle speed exceeds a predetermined speed threshold value, and the speed threshold is set here. The in-vehicle audio device according to claim 4, wherein the value has hysteresis so that the value becomes different between when the vehicle speed increases and when the vehicle speed decreases. An engine speed detection unit mounted on the vehicle is provided, and the volume and sound quality adjustment amount for the audio reproduction sound is further corrected according to the fluctuation of the engine speed detected by the engine speed detection unit. And the engine speed is determined from the output interval of a signal indicating that a predetermined number of times of fuel has been injected into a predetermined cylinder in the engine of the vehicle. Audio device. When changing the volume / sound quality adjustment amount according to the change in the engine speed, the adjustment amount is changed depending on whether the engine speed exceeds a predetermined engine speed threshold value, 7. The in-vehicle audio apparatus according to claim 6, wherein the engine speed threshold value has hysteresis so that the engine speed threshold value is different between when the engine speed increases and when the engine speed decreases. A road surface condition detection unit mounted on the vehicle, and further correcting a volume / sound quality adjustment amount with respect to the audio reproduction sound according to a change in road surface flatness detected by the road surface detection unit. The in-vehicle audio device according to 1. The in-vehicle audio apparatus according to claim 1, further comprising: a user effect selection unit that cooperates with the volume / sound quality correction unit, wherein the volume / sound quality adjustment effect can be selected according to user preference. The in-vehicle audio system according to claim 1, further comprising: a user volume / sound quality setting unit that cooperates with the volume / sound quality correcting unit, wherein the degree of adjustment of the volume / sound quality is set according to a volume / sound quality set by the user. apparatus. The vehicle speed, the energy transmission amount, the engine speed of the vehicle, and the volume set by the user are used as parameters, respectively, and a volume setting matrix in which a volume adjustment amount for each level of the set volume is set in advance is provided. The in-vehicle audio apparatus according to claim 10, wherein the degree of adjustment is determined by reading from the volume setting matrix. The in-vehicle audio apparatus according to claim 11, wherein the volume adjustment amount is further corrected according to a change in road surface flatness detected by a road surface condition detection unit mounted on the vehicle. 13. The vehicle-mounted device according to claim 12, wherein the low frequency component of the audio reproduction sound enhanced based on the sound quality set by the user from the user sound volume / sound quality setting unit is further corrected according to the corrected volume adjustment amount. Audio equipment. A low-frequency enhancement matrix in which the corrected volume adjustment amount and the enhancement amount of the reduction component are paired, and the enhancement amount of the low-frequency component is read from the low-frequency enhancement matrix and determined. Item 11. The in-vehicle audio device according to Item 10.

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