WO2013021513A1 - 走行連動音発生装置 - Google Patents
走行連動音発生装置 Download PDFInfo
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- WO2013021513A1 WO2013021513A1 PCT/JP2011/073672 JP2011073672W WO2013021513A1 WO 2013021513 A1 WO2013021513 A1 WO 2013021513A1 JP 2011073672 W JP2011073672 W JP 2011073672W WO 2013021513 A1 WO2013021513 A1 WO 2013021513A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J3/00—Acoustic signal devices; Arrangement of such devices on cycles
- B62J3/10—Electrical devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q5/00—Arrangement or adaptation of acoustic signal devices
- B60Q5/005—Arrangement or adaptation of acoustic signal devices automatically actuated
- B60Q5/008—Arrangement or adaptation of acoustic signal devices automatically actuated for signaling silent vehicles, e.g. for warning that a hybrid or electric vehicle is approaching
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K15/00—Acoustics not otherwise provided for
- G10K15/02—Synthesis of acoustic waves
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- H—ELECTRICITY
- H03—ELECTRONIC CIRCUITRY
- H03G—CONTROL OF AMPLIFICATION
- H03G5/00—Tone control or bandwidth control in amplifiers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K2204/00—Adaptations for driving cycles by electric motor
Definitions
- the present invention relates to a traveling interlocking sound generating device that generates a traveling interlocking sound according to the traveling state of a vehicle.
- the vehicle may be an actual vehicle or a virtual vehicle.
- Patent Document 1 discloses an engine sound synthesizer that reads out and reproduces engine sound data corresponding to an operation state specified by an engine rotation speed and an accelerator operation amount from a storage unit. In this engine sound synthesizer, the reproduction rate of engine sound data is determined according to the engine speed.
- Patent Document 2 discloses an engine sound synthesizer that generates synthesized sound data according to the engine speed and the throttle opening, and gives fluctuations according to the combustion pressure data to the synthesized sound data.
- Patent Document 3 discloses a sounding device that generates music, a scale sound, or an alarm sound so that the tempo, volume, or pitch changes according to the moving speed of a moving body.
- Patent Document 1 and Patent Document 2 Since the engine sound synthesizers of Patent Document 1 and Patent Document 2 generate engine sound that is always heard during operation of a vehicle that uses the engine as a power source, it is possible to provide a natural and comfortable sound. However, since different engine sound data is read or fluctuations are given to the engine sound data depending on the operating state or the like, the configuration becomes complicated and the computational load on the computer constituting the system is large.
- the sound to be generated tends to be a monotonous sound with no depth (or thickness), and there is a possibility that the sound is not necessarily comfortable for a person around the moving body or a passenger of the moving body.
- the occupant of the moving body keeps listening to the sound while moving, it is desirable that a comfortable sound that varies according to the state of the moving body and that is sufficiently deep (for example, with a sense of depth) is generated. .
- one embodiment of the present invention provides a traveling interlocking sound generating device that can generate a comfortable traveling interlocking sound with a simple configuration.
- One embodiment of the present invention is a travel-linked sound generating device that generates a travel-linked sound according to a running state of a vehicle, and changes the pitch of the first component basic sound data according to the prime mover rotational speed of the vehicle.
- First component sound data generating means for generating the first component sound data, and changing the volume of the second component basic sound data without changing the pitch of the second component basic sound data, and the motor rotational speed and accelerator command of the vehicle Second component sound data generating means for generating second component sound data by changing according to the value, first component sound data generated by the first component sound data generating means, and second component sound data generation
- a traveling-linked sound generating device including synthesized sound data generating means for generating synthesized sound data by combining the second component sound data generated by the means.
- the first component sound data whose pitch is changed according to the prime mover rotational speed and the second component sound data whose volume is changed according to the prime mover rotational speed and the accelerator command value without changing the pitch. are synthesized to generate synthesized sound data. That is, the pitch of the first component sound data changes according to the motor speed, while the pitch of the second component sound data does not change, and the volume changes according to the motor speed and the like. Therefore, the synthesized sound data generated by synthesizing these can be data that expresses a comfortable traveling interlocking sound having a depth (with a feeling of depth).
- the first component sound data is generated by changing the pitch of the first component basic sound data
- the second component sound data is generated by changing the volume of the second component basic sound data, and these are synthesized. Since synthesized sound data can be obtained, the configuration is simple. Therefore, a comfortable traveling interlocking sound can be generated with a simple configuration.
- Vehicle running state includes vehicle speed, acceleration, prime mover load and the like.
- the vehicle may be an actual vehicle or a virtual vehicle.
- the prime mover may be an actual prime mover or a virtual prime mover.
- the rotational speed of the electric motor may be used as the “prime motor rotational speed”.
- another prime mover for example, an engine
- the rotational speed of this virtual prime mover may be used as the “prime motor rotational speed”.
- the “accelerator command value” may be a value corresponding to an operation amount of an accelerator operation element in an actual vehicle, or a value representing a virtual accelerator operation amount in a virtual vehicle. .
- the first component basic sound data includes basic data corresponding to an order sound whose frequency varies in accordance with a prime mover rotational speed
- the second component sound data is based on a prime mover rotational speed
- basic data corresponding to a random sound whose frequency does not fluctuate is included.
- the order sound may be a sound whose frequency (or frequency spectrum) varies in accordance with the rotational speed of the motor among the sounds generated by the vehicle or the motor.
- the random sound may be a sound whose frequency (or frequency spectrum) does not vary substantially regardless of the rotational speed of the motor among the sounds generated by the vehicle or the motor.
- the first component sound data generating means changes the pitch of the first component basic sound data according to the motor speed of the vehicle, and the first component.
- First component volume changing means for changing the volume of the basic sound data in accordance with the motor rotation speed and the accelerator command value of the vehicle.
- FIG. 1 is a schematic side view showing a vehicle equipped with a traveling interlocking sound generator according to an embodiment of the present invention.
- FIG. 2 is a block diagram for explaining the electrical configuration of the traveling interlocking sound generator.
- FIG. 3 is a block diagram for explaining a configuration example of the vehicle speed estimation unit.
- FIG. 4 is an explanatory diagram showing the force acting on the electric motorcycle on an inclined road surface.
- FIG. 5 is a flowchart showing the contents of processing by the vehicle speed estimation unit.
- FIG. 6 is a block diagram for explaining a configuration example of the accelerator command value estimation unit.
- FIG. 7 shows an example of a maximum torque map representing the relationship between the motor rotation speed and the maximum torque.
- FIG. 8 shows an example of an accelerator opening map that represents the relationship between the estimated accelerator opening and the generated torque ratio.
- FIG. 9 is a flowchart showing processing by the accelerator command value estimation unit.
- FIG. 10 is a block diagram illustrating a configuration example of the travel-linked sound generation unit.
- FIG. 11A shows an example of a virtual engine rotation speed map.
- FIG. 11B shows a constant engine speed line when the electric motorcycle is accelerating in a state where the accelerator opening is a relatively small value.
- FIG. 11C shows a constant engine speed line when the electric motorcycle is accelerating with a relatively large accelerator opening.
- FIG. 11D shows an operation when the vehicle acceleration changes from a positive value to a negative value when the virtual engine rotation speed is determined according to the constant engine rotation speed line.
- FIG. 11A shows an example of a virtual engine rotation speed map.
- FIG. 11B shows a constant engine speed line when the electric motorcycle is accelerating in a state where the accelerator opening is a relatively small value.
- FIG. 11C shows a constant engine speed line when the electric motorcycle is accelerating with a relatively large accelerator opening.
- FIG. 11D shows
- FIG. 11E shows an operation when the vehicle acceleration changes from a positive value to a negative value when the virtual engine rotation speed is determined according to the constant engine rotation speed line.
- FIG. 11F shows the behavior when the vehicle acceleration temporarily changes to a negative value and then changes to a positive value.
- FIG. 12 is a diagram for explaining a configuration example of the order sound gain generation unit.
- FIG. 13 is a diagram for explaining a configuration example of a random sound gain generation unit.
- FIG. 14A is a diagram for explaining changes in the order sound data according to the accelerator opening and the virtual engine speed.
- FIG. 14B is a diagram for explaining changes in random sound data according to the accelerator opening and the virtual engine speed.
- FIG. 15 shows an example in which the order sound data is reproduced and subjected to frequency analysis.
- FIG. 16A is a diagram for explaining a traveling interlocking sound generator according to another embodiment of the present invention, and shows vehicle speed estimation using position data output from a GPS receiver.
- FIG. 16B is a flowchart for explaining an example of vehicle speed estimation using position data output from a GPS receiver.
- FIG. 17 is a diagram for explaining a traveling interlocking sound generator according to still another embodiment of the present invention, and is a flowchart showing an example of vehicle speed estimation using moving speed data output from a GPS receiver.
- FIG. 1 is a schematic side view showing a vehicle equipped with a traveling interlocking sound generator according to an embodiment of the present invention.
- This vehicle is, for example, an electric motorcycle 1.
- the electric motorcycle 1 is a scooter type electric motorcycle, and includes a body frame 2, a front wheel 3, a rear wheel 4, an electric motor 5, a battery 6, and a vehicle body cover 7.
- the electric motorcycle 1 is configured to drive an electric motor 5 with electric power supplied from a battery 6 and to drive a rear wheel 4 as a driving wheel with an output of the electric motor 5.
- a steering shaft 9 is rotatably inserted into the head pipe 8 disposed at the front upper part of the body frame 2.
- a pair of left and right front forks 10 are attached to the lower end of the steering shaft 9.
- the front wheel 3 is attached to the front fork 10.
- a handle 11 is attached to the upper end portion of the steering shaft 9. The rider can turn the steering shaft 9, the front fork 10 and the front wheel 3 around the axis of the steering shaft 9 by operating the handle 11.
- a grip 12 is provided at each of the left and right ends of the handle 11 (only the left grip is shown).
- the grip on the right side constitutes an accelerator grip (accelerator operator).
- the rider can adjust the output of the electric motor 5 by turning the accelerator grip.
- the vehicle body frame 2 extends rearward from the head pipe 8.
- the vehicle body frame 2 includes a down tube 19 and a pair of left and right frame bodies 20 disposed behind the down tube 19.
- the down tube 19 extends obliquely downward and rearward from the lower portion of the head pipe 8.
- the frame body 20 is substantially S-shaped in a side view, extends rearward from the lower end of the down tube 19, further obliquely upwards toward the rear, and then extends substantially horizontally rearward. .
- the body cover 7 is attached to the body frame 2.
- the vehicle body cover 7 includes a front cover 25 that covers the head pipe 8, a lower cover 26 that extends rearward from the lower portion of the front cover 25, and a rear cover 27 that is disposed behind the front cover 25.
- the front cover 25 surrounds a part of the steering shaft 9 and the head pipe 8, and surrounds the down tube 19.
- the lower cover 26 extends rearward from the lower portion of the front cover 25 and covers a part of the frame body 20 from below and from both the left and right sides.
- a footrest 28 is disposed on the upper surface of the lower cover 26.
- the footrest portion 28 is provided for a rider to place his / her feet, and is formed substantially flat.
- the rear cover 27 as a whole is formed in a shape extending obliquely upward from the rear portion of the lower cover 26.
- the rear cover 27 covers a part of the frame body 20 from the front and both left and right sides.
- a seat 29 on which the rider is seated is attached to the upper portion of the frame body 20.
- a storage space is formed below the seat 29 between the pair of left and right frame bodies 20.
- a battery 6 as a power source for the electric motor 5 is disposed in the housing space.
- the battery 6 is a rechargeable secondary battery.
- the travel interlocking sound generator 30 includes a device body 31 and a speaker 32.
- the apparatus main body 31 is disposed below the seat 29 and attached to the frame main body 20.
- the speaker 32 is attached to the head pipe 8, for example.
- the apparatus body 31 and the speaker 32 are connected by a wiring 33.
- the wiring 33 is routed in the vehicle body cover 7 and transmits an audio signal generated by the apparatus main body 31 to the speaker 32.
- FIG. 2 is a block diagram for explaining the electrical configuration of the traveling interlocking sound generator 30.
- the apparatus main body 31 is connected to the battery 6 of the electric motorcycle 1 via a power supply wiring, and operates by receiving power supply from the battery 6.
- a battery is built in the apparatus main body 31 and the apparatus main body 31 is operated by the built-in battery.
- the apparatus main body 31 includes a sound synthesis circuit 35, an amplifier 36, and sensors 40.
- the sensors 40 are built in the housing of the apparatus main body 31.
- the sensors 40 include an acceleration sensor 41 and an angular velocity sensor 42 (gyro sensor).
- the acceleration sensor 41 may be a three-axis acceleration sensor configured to detect and output acceleration along directions of three orthogonal axes (X axis, Y axis, and Z axis).
- the X axis of the acceleration sensor 41 is aligned with the longitudinal direction of the electric motorcycle 1
- the Y axis is aligned with the left and right direction of the electric motorcycle 1
- the Z axis is aligned with the vertical direction of the electric motorcycle 1. Yes.
- the apparatus main body 31 is attached to the vehicle body frame 2 so as to have such a positional relationship.
- the angular velocity sensor 42 is configured to detect angular velocities (roll angular velocity, pitch angular velocity, and yaw angular velocity) around three axes (X axis, Y axis, and Z axis).
- the X axis, Y axis, and Z axis of the angular velocity sensor 42 coincide with the X axis, Y axis, and Z axis of the acceleration sensor 41. That is, the acceleration sensor 41 and the angular velocity sensor 42 are assembled to the housing of the apparatus main body 31 so as to have such a positional relationship.
- the X-axis of the angular velocity sensor 42 is aligned with the front-rear direction of the electric motorcycle 1
- the Y-axis is aligned with the left-right direction of the electric motorcycle 1
- the Z-axis is aligned with the vertical direction of the electric motorcycle 1.
- the sound synthesis circuit 35 estimates the traveling state of the electric motorcycle 1 based on the output signals of the sensors 40, and generates a sound signal representing traveling interlocking sound according to the estimated traveling state.
- This audio signal is amplified by the amplifier 36, and the amplified audio signal is given to the speaker 32 via the wiring 33.
- the speaker 32 is driven, and a traveling interlocking sound is generated.
- This traveling interlocking sound is generated toward people around the electric motorcycle 1 and is heard by the rider.
- the sound synthesis circuit 35 is configured to generate a travel interlocking sound signal exclusively using the output signals of the sensors 40 provided in the apparatus main body 31, and is on the electric motorcycle 1 side (outside of the travel interlocking sound generating device 30). It is not configured to input signals from sensors provided in the system.
- the sensors 40 provided in the apparatus body 31 may include a GPS (Global Positioning System) receiver 45 (indicated by a two-dot chain line) in addition to the acceleration sensor 41 and the angular velocity sensor 42.
- the GPS receiver 45 is a device that receives a signal from a GPS satellite orbiting the earth and generates position data and the like.
- the sound synthesis circuit 35 includes a microcomputer and includes a plurality of function processing units realized by arithmetic processing by the microcomputer. More specifically, the sound synthesis circuit 35 includes a vehicle speed estimation unit 37, an accelerator command value estimation unit 38, and a travel interlocking sound generation unit 39.
- the vehicle speed estimation unit 37 estimates the vehicle speed of the electric motorcycle 1 based on the output signals of the sensors 40.
- the accelerator command value estimation unit 38 estimates the accelerator command value based on the vehicle speed estimated by the vehicle speed estimation unit 37 and the output signal of the sensors 40.
- the accelerator command value corresponds to the amount of operation of the accelerator grip provided on the handle 11. However, it is not necessary that the estimated accelerator command value accurately corresponds to the operation amount of the accelerator grip.
- the accelerator command value estimation unit 38 estimates an accelerator command value without using an output signal of a sensor (for example, an accelerator grip operation amount sensor) provided on the electric motorcycle 1 side.
- the travel interlocking sound generation unit 39 generates a travel interlocking sound signal based on the vehicle speed estimated by the vehicle speed estimation unit 37 and the accelerator command value estimated by the accelerator command value estimation unit 38.
- FIG. 3 is a block diagram for explaining a more detailed configuration example of the vehicle speed estimation unit 37.
- the vehicle speed estimation unit 37 includes a road surface gradient estimation unit 50, a vehicle acceleration calculation unit 54, and a vehicle speed calculation unit 55.
- the road surface gradient estimation unit 50 is a gradient estimation unit that estimates the gradient of the road surface on which the motorcycle 1 is traveling, and includes an initial road surface gradient angle calculation unit 51 and a road surface gradient angle calculation unit 52.
- the initial road gradient angle calculation unit 51 calculates the initial gradient angle ⁇ 0 of the road surface on which the electric motorcycle 1 is placed based on the output signal of the acceleration sensor 41 immediately after the traveling interlocking sound generator 30 is turned on. To do. For example, when the electric motorcycle 1 is turned on, the traveling interlocking sound generator 30 may be turned on at the same time.
- the vehicle acceleration calculation unit 54 corrects the longitudinal acceleration (X-axis direction acceleration) detected by the acceleration sensor 41 based on the road surface gradient angle ⁇ to obtain the longitudinal acceleration ⁇ of the electric motorcycle 1. It is an estimation means.
- the vehicle speed calculation unit 55 obtains the vehicle speed V of the electric motorcycle 1 by time-integrating the longitudinal acceleration ⁇ . More specifically, the vehicle speed calculation unit 55 integrates the longitudinal acceleration ⁇ from the time of turning on the power to the traveling interlocking sound generator 30.
- FIG. 4 is an explanatory diagram showing a state immediately after the power is turned on on the inclined road surface 57.
- gravity Mg g is gravitational acceleration
- X-axis direction component force of the gravitational force Mg can be expressed as Mg ⁇ sin [theta 0 by using the initial road surface gradient angle theta 0.
- Z-axis component of force can be expressed as Mg ⁇ cos [theta] 0 with an initial road surface gradient angle theta 0.
- the acceleration sensor 41 detects the acceleration in the front-rear direction with the front (+ X direction, traveling direction) of the electric motorcycle 1 as positive.
- the gravity X-axis direction component Mg ⁇ sin ⁇ 0 (the force in the ⁇ X direction) and the force M ⁇ ′ acting in front of the electric motorcycle 1 (+ X direction) are balanced.
- the gravitational Z-axis direction component Mg ⁇ cos ⁇ 0 and the vertical drag M ⁇ ′ are balanced.
- ⁇ ′ is the X-axis direction acceleration detected by the acceleration sensor 41
- ⁇ ′ is the Z-direction acceleration detected by the acceleration sensor 41.
- the longitudinal acceleration ⁇ ′ detected by the acceleration sensor 41 is a gravitational acceleration as a component of the actual longitudinal acceleration ⁇ of the electric motorcycle 1. It is a value obtained by adding a contribution gsin ⁇ by g.
- the vehicle acceleration calculation unit 54 obtains the longitudinal acceleration ⁇ of the electric motorcycle 1 by correcting the output signal of the acceleration sensor 41 according to the road surface gradient angle ⁇ .
- the road surface gradient angle ⁇ may be, for example, positive in the elevation direction with respect to the horizontal plane and negative in the depression angle with respect to the horizontal plane in the traveling direction of the electric motorcycle 1.
- the acceleration sensor 41 When the electric motorcycle 1 is traveling, the acceleration sensor 41 easily detects noise components due to road surface unevenness and vibration of the electric motorcycle 1, particularly in the Z-axis direction. Further, with respect to the X-axis direction, during traveling, the output signal of the acceleration sensor 41 includes both an acceleration component due to road surface inclination and an acceleration component due to vehicle speed change, and it is difficult to distinguish between these components. Therefore, it is not practical to use the output signal of the acceleration sensor 41 when detecting the gradient angle ⁇ of the road surface during traveling. Therefore, in this embodiment, after calculating the initial road surface gradient angle ⁇ 0 based on the output signal of the acceleration sensor 41, the pitch angular velocity output from the angular velocity sensor 42 is integrated over time by using it as an initial integration value. The road surface gradient angle ⁇ is obtained. Such integration calculation is executed by the road surface gradient angle calculation unit 52. The road surface gradient angle ⁇ thus determined is supplied to the vehicle acceleration calculation unit 54 for correcting the output signal of the acceleration sensor 41.
- the vehicle speed calculation unit 55 obtains the vehicle speed V by time-integrating the longitudinal acceleration ⁇ obtained by the correction calculation by the vehicle acceleration calculation unit 54.
- FIG. 5 is a flowchart showing the processing contents by the vehicle speed estimation unit 37.
- the vehicle speed estimation unit 37 determines whether or not it is immediately after power-on (step S1). If it is immediately after power-on, the vehicle speed estimation unit 37 reads the output signal of the acceleration sensor 41 (step S2), and clears the vehicle speed V to zero (step S3). Further, the vehicle speed estimation unit 37 calculates an initial road surface gradient angle ⁇ 0 based on the longitudinal acceleration ⁇ ′ and the vertical acceleration ⁇ ′ taken from the acceleration sensor 41 (step S4). The operations in steps S2 to S4 are executed only once immediately after the power is turned on.
- the vehicle speed estimation unit 37 reads the output signals of the acceleration sensor 41 and the angular velocity sensor 42 (steps S5 and S6). Then, the vehicle speed estimation unit 37 obtains the gradient angle ⁇ of the road surface on which the electric motorcycle 1 is traveling by integrating the output signal of the angular velocity sensor 42 (step S7). Further, the vehicle speed estimation unit 37 corrects the longitudinal acceleration ⁇ ′ output from the acceleration sensor 41 (compensates for the gravitational acceleration component) by using the obtained road surface gradient angle ⁇ , and the actual longitudinal direction of the electric motorcycle 1 is corrected. The acceleration ⁇ is obtained (step S8). Further, the vehicle speed estimation unit 37 obtains the current vehicle speed V of the electric motorcycle 1 by time-integrating the longitudinal acceleration ⁇ (step S9).
- FIG. 6 is a block diagram for explaining a configuration example of the accelerator command value estimation unit 38.
- the accelerator command value estimation unit 38 includes a torque estimation unit 60, a motor rotation speed calculation unit 63, and an accelerator opening estimation unit 65.
- the torque estimation unit 60 includes a running resistance calculation unit 61 and a necessary torque calculation unit 62.
- the accelerator opening estimation unit 65 includes a generated torque ratio calculation unit 66 and an estimated accelerator opening calculation unit 67.
- the motor rotation speed calculation unit 63 is an example of a motor rotation speed estimation means, and calculates a motor rotation speed based on the vehicle speed V estimated by the vehicle speed estimation unit 37 and a predetermined conversion coefficient.
- the conversion coefficient is a constant determined based on the reduction ratio and the circumference of the rear wheel 4 and is given from a storage unit (memory) built in the sound synthesis circuit 35.
- the reduction ratio is a ratio between the rotation speed of the electric motor 5 and the rotation speed of the rear wheel 4 (electric motor rotation speed / rear wheel rotation speed). Therefore, the conversion coefficient may be determined so as to be proportional to the product of the reciprocal of the circumference of the rear wheel 4 and the reduction ratio, for example.
- the calculated motor rotation speed is given to the generated torque ratio calculation unit 66.
- the travel resistance calculation unit 61 calculates an external force (travel resistance) that hinders the progress of the electric motorcycle 1 when the electric motorcycle 1 travels.
- Examples of the running resistance component include air resistance, resistance due to tire deformation, resistance due to the viscosity of oil in the electric motor 5, and the like. Since the air resistance is proportional to the square of the vehicle speed V, it can be expressed as Kar ⁇ V 2 using the coefficient Kar. Other running resistance components can be collectively represented by a constant Lf.
- the memory unit memory
- the value of the running resistance is given to the necessary torque calculation unit 62.
- the necessary torque calculation unit 62 calculates the torque that should be generated by the electric motor 5.
- F travel resistance + Mg ⁇ sin ⁇ + M ⁇ ⁇ .
- Mg ⁇ sin ⁇ is a resistance component due to the road surface inclination, and is called gradient resistance.
- M ⁇ ⁇ is an acceleration resistance.
- the torque conversion factor of the electric motor 5 and K T, when the required torque electric motor 5 to be generated and T 2, F K T ⁇ T 2 is established.
- This calculation is executed in the necessary torque calculation unit 62.
- the calculated necessary torque T 2 is given to the generated torque ratio calculation unit 66.
- Mass M required for the calculation of the required torque T 2 the gravitational acceleration g and the torque conversion coefficient K T is given from the storage unit provided in the sound synthesizing circuit 35 (memory).
- Torque ratio calculation unit 66 calculates the torque ratio.
- the generated torque ratio is a ratio (T 2 / T 1 ) of the required torque T 2 to the maximum torque T 1 that can be generated by the electric motor 5 at the motor rotation speed.
- the maximum torque T 1 is given from the maximum torque map 64.
- An example of the maximum torque map 64 is shown in FIG. That is, the maximum torque map 64 is defined by a data group (table) that stores the maximum torque map with respect to the motor rotation speed.
- a curve L1 represents an actual torque characteristic of the electric motor 5. According to the motor rotation speed increases, because of the counter electromotive force, the maximum torque T 1 is decreasing.
- Electric motor 5 can generate a torque of maximum torque T 1 following range corresponding to the motor rotation speed.
- Torque ratio calculation unit 66 reads the maximum torque T 1 which corresponds to the motor rotation speed from the maximum torque map 64 calculates the torque ratio T 2 / T 1 using the maximum torque T 1 thus read out.
- the maximum torque map stored in the maximum torque map 64 is used only for the generation of the traveling interlocking sound, it does not need to represent the actual characteristics of the electric motor 5. That is, as shown by the curves L2, L3, L4, and L5 in FIG. 7, the generated torque ratio T 2 / T 1 may be calculated using a torque characteristic curve different from the actual characteristic of the electric motor 5. For example, a plurality of torque characteristic curves L1 to L5 are stored in the maximum torque map 64, and these can be switched and used by an operation from the torque characteristic changing operation unit 71 (see FIG. 6). Good. Thereby, the characteristic of the sound synthesis circuit 35 can be changed (tuned) according to the characteristic of the electric motorcycle 1 and the user's preference.
- the torque characteristic changing operation unit 71 has a function as a prime mover characteristic changing means for changing the characteristic of the maximum torque with respect to the rotational speed of the prime mover.
- the generated torque ratio T 2 / T 1 obtained in this way is given to the estimated accelerator opening calculation unit 67.
- the estimated accelerator opening calculation unit 67 refers to the accelerator opening map 68 to obtain an estimated accelerator opening as an accelerator command value.
- An example of the accelerator opening map 68 is shown in FIG. That is, the accelerator opening map 68 is defined by a data group (table) storing the estimated accelerator opening (%) with respect to the generated torque ratio.
- the accelerator opening is the ratio of the actual operation amount to the total operation amount of the accelerator grip.
- the accelerator opening characteristic curve L11 represents a characteristic simulating an actual relationship between the generated torque ratio and the accelerator opening. As the generated torque ratio increases, the estimated accelerator opening increases.
- the estimated accelerator opening calculation unit 67 reads the estimated accelerator opening corresponding to the generation ratio from the accelerator opening map 68, and outputs the read estimated accelerator opening.
- the accelerator opening map stored in the accelerator opening map 68 is used only for the generation of the traveling interlocking sound, it is not always necessary to simulate the actual accelerator opening characteristic. That is, as shown by curves L12, L13, L14, and L15, the estimated accelerator opening may be obtained using an accelerator opening characteristic curve different from the actual accelerator opening characteristic. For example, a plurality of accelerator opening characteristic curves L11 to L15 are stored in the accelerator opening map 68, and these can be switched and used by an operation from the accelerator opening characteristic changing operation unit 72 (see FIG. 6). You may do it. Thereby, the characteristic of the sound synthesis circuit 35 can be changed (tuned) according to the characteristic of the electric motorcycle 1 and the user's preference. As described above, the accelerator opening characteristic changing operation unit 72 has a function as an accelerator characteristic changing means for changing the characteristic of the accelerator command value with respect to the generated torque ratio.
- FIG. 9 is a flowchart collectively showing processing by the accelerator command value estimation unit 38.
- the accelerator command value estimation unit 38 reads the vehicle speed V estimated by the vehicle speed estimation unit 37 and the road surface gradient angle ⁇ estimated by the road surface gradient estimation unit 50 (steps S11 and S12). Further, the accelerator command value estimation unit 38 calculates the running resistance based on them (step S13). Further, the accelerator command value estimation unit 38 reads the longitudinal acceleration ⁇ after the vehicle acceleration calculation unit 54 corrects the road surface gradient (step S14). Then, determine the longitudinal acceleration ⁇ that, the running resistance, on the basis of the road surface gradient angle theta, the necessary torque T 2 (step S15).
- the accelerator command value estimation unit 38 obtains the motor rotation speed based on the vehicle speed V (step S16). Then, the accelerator command value estimation unit 38 reads the maximum torque T 1 from the maximum torque map 64 based on the motor rotational speed obtained (step S17), and calculates the torque ratio T 2 / T 1 using the same (Step S18). Further, the accelerator command value estimation unit 38 obtains an estimated accelerator opening as an estimated accelerator command value by referring to the accelerator opening map 68 using the generated torque ratio T 2 / T 1 (step S19). This operation is repeated until the system is stopped due to power shutoff.
- FIG. 10 is a block diagram showing a configuration example of the travel interlocking sound generation unit 39.
- the travel interlocking sound generation unit 39 calculates the vehicle speed V estimated by the vehicle speed estimation unit 37, the vehicle acceleration ⁇ calculated by the vehicle acceleration calculation unit 54, and the estimated accelerator opening determined by the accelerator command value estimation unit 38. Use.
- the traveling interlocking sound generation unit 39 generates a traveling interlocking sound signal corresponding to the traveling state of the electric motorcycle 1 using them.
- a virtual engine (internal combustion engine) whose driving state changes according to the running state of the electric motorcycle 1 is assumed, and an engine sound that the virtual engine should generate according to the driving state is used as a running interlocking sound.
- the engine sound is handled by being divided into a plurality of components. Specifically, the engine sound data is handled separately for the order sound component as the first component and the random sound component as the second component.
- the order sound component is a sound component whose frequency (or frequency spectrum) fluctuates in accordance with the engine rotation speed among engine sounds (or sounds generated by a vehicle using the engine as a power source).
- the random sound component is a component in which the frequency (or frequency spectrum) does not vary substantially regardless of the engine rotation speed among the engine sound (or the sound generated by the vehicle using the engine as a power source).
- the travel interlocking sound generation unit 39 includes a virtual engine rotation speed calculation unit 80, an order sound data generation unit 91, a random sound data generation unit 92, and a synthesis unit 90, which are an example of prime mover rotation speed estimation means.
- the virtual engine rotation speed calculation unit 80 includes a vehicle speed V estimated by the vehicle speed estimation unit 37, an estimated accelerator opening estimated by the accelerator command value estimation unit 38, and a vehicle acceleration ⁇ estimated by the vehicle acceleration calculation unit 54. Based on the above, the rotation speed of the virtual engine is calculated. More specifically, the virtual engine rotation speed calculation unit 80 refers to the virtual engine rotation speed map 79 based on the vehicle speed V, the estimated accelerator opening, and the vehicle acceleration ⁇ , and corresponds from the virtual engine rotation speed map 79. Reads the virtual engine speed. The read virtual engine rotation speed is given to the order sound data generation unit 91.
- the order sound data generating unit 91 is first component sound data generating means for generating order sound data representing the order sound component as the first component of the engine sound.
- the order sound data generation unit 91 includes a basic order sound data storage unit 81, an order sound reproduction time calculation unit 82, an order sound data reproduction unit 83, an order sound gain generation unit 84, and an order sound gain multiplication unit 85.
- the basic order sound data storage unit 81 stores basic order sound data created in advance as first component basic sound data.
- the basic order sound data is data representing only the order sound component among engine sounds generated when the virtual engine is rotating at a basic rotation speed (for example, 3000 rpm), and has a certain length of time (basic reproduction time). Have.
- the basic order sound data may be created by processing sound data recorded from an actual engine, or created on a computer to resemble actual order sound data without using data recorded from an actual engine. Sound data may be used. However, the basic order sound data preferably contains as little random sound components as possible. That is, it is preferable that the basic order sound data does not include any random sound component or is sound data in which the random sound component is suppressed.
- the order sound reproduction time calculation unit 82 calculates the reproduction time of the basic order sound data based on the virtual engine rotation speed.
- the reproduction time of the basic order sound data is obtained by correcting the basic reproduction time so as to be inversely proportional to the virtual engine rotation speed. Therefore, the regeneration time is shortened during high-speed rotation (that is, during high-speed traveling), and the regeneration time is prolonged during low-speed rotation (that is, during low-speed traveling).
- the order sound data reproduction unit 83 reads out the basic order sound data from the basic order sound data storage unit 81, and repeatedly reproduces the basic order sound data with the reproduction time calculated by the order sound reproduction time calculation unit 82 (loop reproduction). To do. The shorter the playback time, the higher the pitch of the reproduced sound, and the longer the playback time, the lower the pitch of the reproduced sound. Therefore, a higher order sound can be generated during high speed rotation, and a lower order sound can be generated during low speed rotation. That is, the order sound reproduction time calculation unit 82 and the order sound data reproduction unit 83 constitute a pitch changing means for changing the pitch of the order sound component in accordance with the virtual engine rotation speed.
- the basic order sound data repeatedly reproduced by the order sound data reproducing unit 83 is supplied to the order sound gain multiplying unit 85.
- the order sound gain multiplying unit 85 multiplies the fundamental sound data repeatedly reproduced by the order sound gain generated by the order sound gain generating unit 84 to generate the order sound data whose volume has been adjusted. This order sound data is given to the synthesis unit 90.
- the order sound gain generation unit 84 generates an order sound gain according to the accelerator opening and the virtual engine rotation speed. Therefore, the volume of the order sound component changes according to the accelerator opening and the virtual engine rotation speed. That is, the order sound gain generation unit 84 and the order sound gain multiplication unit 85 constitute order sound component volume changing means for changing the volume of the order sound component according to the virtual engine rotation speed and the accelerator opening.
- the random sound data generation unit 92 is second component sound data generation means for generating random sound data representing a random sound component as the second component of the engine sound.
- the random sound data generation unit 92 includes a basic random sound data storage unit 86, a random sound data reproduction unit 87, a random sound gain generation unit 88, and a random sound gain multiplication unit 89.
- the basic random sound data storage unit 86 stores basic random sound data created in advance as second component basic sound data.
- Basic random sound data is data representing only a random sound component among engine sounds generated when the virtual engine is rotating at a basic rotation speed (for example, 3000 rpm), and has a certain length of time (basic playback time). Have.
- Basic random sound data may be created by processing sound data recorded from an actual engine, or created on a computer to resemble actual random sound data without using data recorded from an actual engine. Sound data may be used. However, it is preferable that the basic random sound data does not contain the order sound component as much as possible. That is, it is preferable that the basic random sound data does not include any order sound component or is sound data in which the order sound component is suppressed.
- the random sound data reproduction unit 87 reads the basic random sound data from the basic random sound data storage unit 86 and repeatedly reproduces the basic random sound data with the basic reproduction time. Since the basic random sound data is always reproduced with the basic reproduction time, the pitch does not change.
- the basic random sound data repeatedly reproduced by the random sound data reproduction unit 87 is given to the random sound gain multiplication unit 89.
- the random sound gain multiplication unit 89 multiplies the basic random sound data that is repeatedly reproduced by the random sound gain generated by the random sound gain generation unit 88 to generate random sound data that has been volume-adjusted. This random sound data is given to the synthesis unit 90.
- the random sound gain generation unit 88 generates a random sound gain according to the accelerator opening and the virtual engine rotation speed.
- the volume of the random sound component changes according to the accelerator opening and the virtual engine rotation speed. That is, the random sound gain generation unit 88 and the random sound gain multiplication unit 89 constitute random sound component volume changing means for changing the volume of the random sound component according to the virtual engine rotation speed and the accelerator opening.
- the synthesis unit 90 superimposes the order sound data generated by the order sound data generation unit 91 and the random sound data generated by the random sound data generation unit 92, and synthesizes the synthesized engine sound data (travel-linked sound signal). It is a synthetic sound data generation means to generate.
- the synthesized engine sound data is supplied to the amplifier 36 and amplified.
- the amplifier 36 converts the synthesized engine sound data into an analog signal, amplifies the analog signal, and generates an audio signal for driving the speaker 32.
- FIG. 11A shows an example of the virtual engine rotation speed map 79.
- the virtual engine rotation speed map is linked to the first portion 101 that is constant at the idle rotation speed from the vehicle speed zero to the first vehicle speed threshold V1, and the first portion 101 that is proportional to the vehicle speed at the first vehicle speed threshold V1.
- a linear second portion 102 along the line 100.
- the virtual engine rotation speed map includes a linear third portion 103 that increases with the vehicle speed at a constant change rate from the idle rotation speed between the vehicle speed zero and the second vehicle speed threshold V2.
- This virtual engine rotation speed map is further connected to the third portion 103 at the second vehicle speed threshold V2, holds a constant virtual engine rotation speed N1 regardless of the vehicle speed, and is stored in the second portion 102 at the third vehicle speed threshold V3.
- a continuous fourth portion 104 is included.
- the virtual engine rotation speed on the first part 101 and the second part 102 is read based on the current vehicle speed V.
- the vehicle acceleration ⁇ is positive, that is, at the time of acceleration, when the vehicle speed is equal to or higher than the third vehicle speed threshold V3, the virtual engine rotation speed on the second portion 102 is read based on the current vehicle speed.
- the first portion 101 and the fourth portion 104 are apportioned according to the accelerator opening in the engine rotational speed coordinate axis direction.
- the virtual engine rotation speed is determined according to the obtained constant engine rotation speed line NV.
- FIG. 11B shows a constant engine speed line NV when the electric motorcycle 1 is accelerating with the accelerator opening being a relatively small value.
- the constant engine rotation speed line NV in this case is set at a position close to the first portion 101 and is defined by a line segment representing a constant virtual engine rotation speed regardless of the vehicle speed V.
- the constant engine rotation speed line NV has a low speed side end connected to the third portion 103 and a high speed side end connected to the second portion 102. Therefore, when the electric motorcycle 1 accelerates from a stopped state, the virtual engine rotation speed is first determined according to the third portion 103, and then the virtual engine rotation speed is determined according to the constant engine rotation speed line NV. When further accelerated, the virtual engine speed is determined according to the second portion 102.
- the constant engine speed line NV when the accelerator opening is 0% coincides with the first portion 101.
- FIG. 11C shows a constant engine speed line NV when the electric motorcycle 1 is accelerating with a relatively large accelerator opening.
- the constant engine rotational speed line NV in this case is set at a position close to the fourth portion 104 and is defined by a line segment representing a constant virtual engine rotational speed regardless of the vehicle speed V.
- the constant engine rotation speed line NV has a low speed side end connected to the third portion 103 and a high speed side end connected to the second portion 102.
- the constant engine speed line NV when the accelerator opening is 100% coincides with the fourth portion 104.
- the virtual engine rotation speed is determined according to a characteristic line that is referred to for determining the virtual engine rotation speed at that time.
- 11D and 11E show an operation when the vehicle acceleration ⁇ changes from a positive value to a negative value when the virtual engine rotation speed is determined according to the constant engine rotation speed line NV.
- the characteristic line to be referred from the constant engine rotation speed line NV to the first part 101 or the second part 102 according to the vehicle speed V at that time. can be switched.
- FIG. 11F shows the behavior when the vehicle acceleration ⁇ temporarily changes to a negative value and then changes to a positive value from the state in which the virtual engine rotation speed is determined according to the third portion 103.
- this corresponds to the case where the electric motorcycle 1 temporarily turns to deceleration during acceleration and then turns to acceleration again after the accelerator opening reaches the maximum value (100%).
- the characteristic line to be referred to is temporarily switched to the first portion 101, and then the third portion 103 is again the reference destination. It becomes a characteristic line.
- FIG. 12 is a diagram for explaining a configuration example of the order sound gain generation unit 84.
- the order sound gain generation unit 84 includes a first order sound gain setting unit 94, a second order sound gain setting unit 95, and a multiplication unit 96.
- the first order sound gain setting unit 94 sets the first order sound gain K d1 according to the accelerator opening.
- the second order sound gain setting unit 95 sets the second order sound gain K d2 according to the virtual engine rotation speed.
- This order sound gain Kd is supplied to the order sound gain multiplication unit 85 (see FIG. 10).
- the first order sound gain K d1 is a characteristic curve (map data) that monotonously increases from a minimum value greater than 0 to a maximum value “1” when, for example, the estimated accelerator opening increases from 0% to 100%.
- the first order sound gain K d1 is set so as to increase non-linearly and monotonously as the estimated accelerator opening increases, and the increase rate decreases as the estimated accelerator opening increases.
- the second order sound gain K d2 is, for example, according to a characteristic curve (map data) that monotonously increases from the minimum value “0” to the maximum value “1” when the virtual engine speed increases from 0 to the maximum value MAX. Is set.
- the second order sound gain K d2 monotonously increases so as to be substantially proportional to the virtual engine rotation speed, and has a maximum value “1” in a region equal to or higher than the virtual engine rotation speed smaller than the maximum engine rotation speed MAX. Is saturated.
- the characteristic curves that define the first and second order sound gains K d1 and K d2 are merely examples, and other characteristic curves can of course be employed. Also, a plurality of types or both of characteristic curves that define the first and second order sound gains K d1 and K d2 are prepared, and these can be selected according to the type of the electric motorcycle 1 and the user's preference. It may be. Thereby, the volume characteristic of the order sound with respect to the estimated accelerator opening and / or the virtual engine speed can be tuned.
- FIG. 13 is a diagram for explaining a configuration example of the random sound gain generation unit 88.
- the random sound gain generation unit 88 includes a first random sound gain setting unit 97, a second random sound gain setting unit 98, and a multiplication unit 99.
- the first random sound gain setting unit 97 sets a first random sound gain K r1 according to the accelerator opening.
- the second random sound gain setting unit 98 sets a second random sound gain K r2 according to the virtual engine rotation speed.
- This random sound gain Kr is given to the random sound gain multiplication unit 89 (see FIG. 10).
- the first random sound gain K r1 is, for example, a characteristic curve (map data) that monotonously increases from a minimum value greater than 0 to a maximum value “1” when the estimated accelerator opening increases from 0% to 100%.
- the first random sound gain K r1 is set so as to increase non-linearly and monotonously as the estimated accelerator opening increases, and the increase rate decreases as the estimated accelerator opening increases.
- the second random sound gain K r2 is, for example, according to a characteristic curve (map data) that monotonously increases from the minimum value “0” to the maximum value “1” when the virtual engine speed increases from 0 to the maximum value MAX. Is set.
- the second random sound gain Kr2 monotonously increases nonlinearly as the virtual engine rotation speed increases, and the increase rate decreases as the virtual engine rotation speed increases. Then, the second random sound gain Kr2 is saturated to the maximum value “1” in a region equal to or higher than the virtual engine rotation speed smaller than the maximum engine rotation speed MAX.
- the characteristic curves that define the first and second random sound gains K r1 and K r2 are merely examples, and other characteristic curves can of course be employed.
- a plurality of types or both of characteristic curves defining the first and second random sound gains K r1 and K r2 are prepared, and these can be selected according to the type of the electric motorcycle 1 and the user's preference. It may be. Thereby, the volume characteristic of the random sound with respect to the estimated accelerator opening and / or the virtual engine rotation speed can be tuned.
- FIG. 14A is a diagram for explaining the change in the order sound data in accordance with the accelerator opening and the virtual engine rotation speed.
- the volume of the order sound data is changed so as to increase as the virtual engine rotation speed increases and to increase as the accelerator opening increases. Further, the pitch of the order sound data is changed so as to increase as the virtual engine speed increases, and does not depend on the accelerator opening.
- FIG. 14B is a diagram for explaining changes in random sound data according to the accelerator opening and the virtual engine speed.
- the volume of the random sound data is changed so as to increase as the virtual engine rotation speed increases and increase as the accelerator opening increases. Further, the pitch of the random sound data does not depend on the virtual engine speed or the accelerator opening.
- FIG. 15 shows an example in which the order sound data is reproduced and subjected to frequency analysis. The horizontal axis is time, and the vertical axis is frequency. With the start of acceleration, the accelerator opening is increased from 0% to 100% and maintained as it is, and when the engine speed rises to a predetermined value, the order sound data is reproduced when it is rapidly decreased to 0%. is there.
- the virtual engine speed increases or decreases according to the increase or decrease of the accelerator opening, and the frequency of the order sound increases or decreases accordingly.
- the intensity of the frequency component that is related to harmonics (overtones) appears strongly.
- the vehicle speed is estimated based on the output signals of the acceleration sensor 41 and the angular velocity sensor 42 incorporated in the traveling interlocking sound generator 30 (for example, incorporated in the case of the apparatus main body 31). . Therefore, since it is not necessary to acquire vehicle speed information from the vehicle body side of the electric motorcycle 1, wiring for that purpose is unnecessary. Further, since the accelerator command value (accelerator opening) is also estimated based on the estimated vehicle speed, wiring for acquiring the operation amount of the accelerator grip from the vehicle body side of the electric motorcycle 1 is not necessary. Accordingly, since the wiring can be reduced, the configuration of the traveling interlocking sound generator 30 can be simplified, and the assembly to the electric motorcycle 1 is facilitated. Nevertheless, since a traveling interlocking sound corresponding to the estimated vehicle speed and the accelerator command value is generated, an appropriate traveling interlocking sound corresponding to the traveling state of the electric motorcycle 1 can be generated.
- Patent Document 1 may be suitable for a four-wheeled vehicle, but is a problem to be solved in order to be applied to a vehicle having a simpler structure such as a two-wheeled vehicle such as the electric two-wheeled vehicle 1.
- a vehicle having a simpler structure such as a two-wheeled vehicle such as the electric two-wheeled vehicle 1.
- a four-wheel vehicle is equipped with an in-vehicle LAN, it is easy to acquire output signals from sensors.
- a vehicle that does not include an in-vehicle LAN and has a simple electrical component configuration, such as a two-wheeled vehicle it is not easy to acquire signals from sensors. Even if additional wiring can be used to acquire sensor signals, a large number of wirings are required, so the structure is complicated and the number of assembling steps is increased. I can't.
- Two-wheeled vehicles, etc. which are cheaper than four-wheeled vehicles, are required to be equipped with cheaper equipment, so that it is difficult to spread costly devices.
- This embodiment solves such a technical problem, and provides a traveling interlocking sound generator that is simple in configuration and easy to assemble to the vehicle body.
- the traveling sound interlocking device of this embodiment does not require a large number of wiring connections not only when it is mounted at the time of vehicle body assembly but also when it is retrofitted to a completed vehicle body. Therefore, it can be easily mounted on the vehicle body. Of course, even when the device is replaced, wiring is not required for signal input of sensors, so that the operation is easy.
- the torque estimation unit 60 for estimating the generated torque (necessary torque T 2 ) of the electric motor 5 according to the estimated vehicle speed is provided, information for estimating the generated torque is provided on the vehicle side. You do not have to get from. Since the accelerator opening as the accelerator command value is estimated according to the estimated generated torque, the accelerator opening can be accurately estimated. That is, the output (generated torque) of the electric motor 5 is estimated from the vehicle speed, and the accelerator opening for generating the output is estimated.
- the torque estimation unit 60 has a running resistance calculation unit 61 and a necessary torque calculation unit 62. Then, the accelerator opening degree estimation unit 65 estimates the accelerator opening based on the estimated motor rotation speed and a required torque T 2 and the vehicle speed V calculated by the required torque calculation unit 62. As a result, the accelerator opening can be estimated more accurately, so that a traveling interlocking sound that matches the traveling state of the electric motorcycle 1 can be generated.
- the required torque calculation unit 62 is based on the travel resistance, the vehicle acceleration ⁇ estimated by the vehicle acceleration calculation unit 54, and the road surface gradient angle ⁇ estimated by the road surface gradient estimation unit 50. Te, and is configured so as to calculate the required torque T 2. Therefore, not only the traveling resistance on the basis of the estimated acceleration and road surface gradient, the required torque T 2 is calculated. By using such the required torque T 2, because it is possible to accurately estimate the accelerator opening, it is possible to generate a traveling interlock sound the running state of the electric motorcycle 1 is more accurately reflected.
- the accelerator opening degree estimation unit 65 calculates a generated torque ratio (T 2 / T 1 ) that is a ratio of the required torque T 2 to the maximum torque T 1 that can be generated by the electric motor 5.
- a torque ratio calculation unit 66 is provided. Then, based on the generated torque ratio (T 2 / T 1 ), the accelerator opening is estimated. Thereby, since the accelerator opening can be estimated more appropriately, it is possible to generate a traveling interlocking sound that more accurately reflects the traveling state of the electric motorcycle 1.
- the output (acceleration ⁇ ′) of the acceleration sensor 41 is corrected according to the road gradient angle ⁇ estimated by the road gradient estimation unit 50, and the vehicle speed V is obtained by integrating the corrected acceleration ⁇ . Presumed.
- the gravitational acceleration g affects the output of the acceleration sensor 41 due to the road surface gradient, the influence can be suppressed or eliminated, and the vehicle acceleration ⁇ of the electric motorcycle 1 can be obtained.
- the vehicle speed V can be accurately estimated based on the vehicle acceleration ⁇ , a traveling interlocking sound that matches the traveling state of the electric motorcycle 1 can be generated.
- the angular velocity detected by the angular velocity sensor 42 built in the apparatus main body 31 is integrated to estimate the gradient angle ⁇ of the road surface on which the electric motorcycle 1 is traveling. Therefore, the road surface gradient angle ⁇ can be obtained without providing a sensor that directly detects the road surface gradient.
- the traveling state of the electric motorcycle 1 can be obtained with a simple configuration, reflecting the road surface gradient, and accordingly, a traveling interlocking sound that matches the traveling state of the electric motorcycle 1 can be generated.
- the motor rotation speed is estimated by the motor rotation speed calculation unit 63 based on the estimated vehicle speed V. Therefore, it is not necessary to acquire information on the motor rotation speed from the vehicle body side of the electric motorcycle 1. Therefore, the travel interlocking sound generator 30 can be installed in the electric motorcycle 1 at a low cost and can generate a travel interlocking sound appropriately interlocked with the travel state of the electric motorcycle 1.
- the virtual engine rotation speed is calculated by the virtual engine rotation speed calculation unit 80 based on the estimated vehicle speed V and the estimated accelerator opening.
- the virtual engine rotation speed can be obtained without acquiring information related to the engine rotation speed from the vehicle body side of the electric motorcycle 1.
- the traveling interlocking sound generator 30 can be installed in the electric motorcycle 1 at a low cost and corresponds to the virtual engine rotational speed generated inside. Can generate driving-linked sound.
- the order sound data generation unit 91 changes the pitch of the basic order sound data according to the virtual engine rotation speed, and further changes the volume according to the virtual engine rotation speed and the accelerator opening. Then, order sound data is generated. Further, the random sound data generation unit 92 generates random sound data by changing the volume according to the virtual engine rotation speed and the accelerator opening without changing the pitch of the basic random sound data. These are overlapped by the synthesis unit 90 to generate synthesized engine sound data.
- the order sound data is generated by changing the pitch and volume of the basic order sound data
- the random sound data is generated by changing the volume of the basic random sound data
- the synthesized engine sound data is obtained by synthesizing them. Therefore, the configuration is simple. Therefore, a comfortable and natural engine sound can be generated as a traveling interlocking sound with a simple configuration.
- Engine sound generated by an engine as an example of a prime mover includes an order sound component whose frequency changes in proportion to the engine rotation speed and a random sound component whose frequency does not change depending on the engine rotation speed.
- the frequency of the order sound is proportional to the engine explosion frequency. For example, when a two-stroke one-cylinder engine is operated at an engine speed of 6000 rpm (100 revolutions per second), a fundamental wave of 100 Hz and its harmonics are generated. If the engine speed is half of 3000 rpm, a 50 Hz fundamental wave and its harmonics are generated. These are order sound components.
- the order sound component increases in volume as the engine speed increases and as the engine load (accelerator opening) increases.
- the frequency of the random sound component is not related to the engine rotation speed, and the volume increases as the engine rotation speed increases and the engine load (accelerator opening) increases.
- the motor sound includes an order sound component whose frequency varies depending on the motor rotation speed, and a random sound component whose frequency tendency does not change even when the motor rotation speed changes.
- the order sound component and the random sound component increase as the motor rotation speed increases, and increase as the motor load (motor current) increases.
- a basic sound data is created by recording a sound of an actual prime mover. Simulated sound is synthesized by changing the playback time.
- the inventor of the present application pays attention to the fact that the simulated sound synthesized in this way becomes an unnatural sound that is different from the sound generated by the actual prime mover. I found out that not only the component but also the random sound component is included. That is, if the playback time of the basic sound data is changed, the pitch of both the order sound component and the random sound component contained in the basic sound data will change equally, and a simulated sound with an unnatural impression will be generated. End up.
- the inventor of the present application created basic order sound data and basic random sound data individually on a computer. Then, while changing the pitch of the basic order sound data according to the speed of the prime mover, while synthesizing these without changing the pitch of the basic random sound data, a natural impression that is close to the sound generated by a real prime mover. I found out that the simulated sound can be obtained. That is, the above-described embodiment provides a solution to the problem based on the discovery of a new problem in the simulated sound synthesis.
- FIG. 16A and FIG. 16B are diagrams for explaining a traveling interlocking sound generator according to another embodiment of the present invention, and show another configuration example for vehicle speed estimation. More specifically, in this embodiment, as shown by a two-dot chain line in FIG. 2, the traveling interlocking sound generator 30 is provided with a GPS receiver 45 and is built in the housing of the apparatus body 31. ing.
- the vehicle speed estimation unit 37 is configured to estimate the vehicle speed of the electric motorcycle 1 using the output signal of the GPS receiver 45.
- the GPS receiver 45 receives a radio wave from three GPS satellites 46-1, 46-2, and 46-3 among a plurality of GPS satellites orbiting the earth, performs positioning, and indicates a current position. Output data.
- the GPS receiver 45 receives signals from the GPS satellites 46-1, 46-2, and 46-3 at the first point A (step S21), and the position of the first point A based on the received signal.
- First position data representing is generated (step S22).
- the first position data includes position information of the first point A and information on a time (positioning time) when the GPS receiver 45 receives the radio wave at the first point A.
- the vehicle speed estimation unit 37 acquires the first position data (step S23).
- the GPS receiver 45 receives signals from the GPS satellites 46-1, 46-2, and 46-3 at the second point B (step S24). Based on this, second position data representing the position of the second point B is generated (step S25).
- the second position data includes position information of the second point B and information on a time (positioning time) when the GPS receiver 45 receives the radio wave at the second point B.
- the vehicle speed estimation unit 37 acquires the second position data (step S26).
- the vehicle speed estimation unit 37 calculates the distance (movement distance) between the first point A and the second point B based on the first position data and the second position data (step S27), and further The time (movement time) required for the movement in between is calculated (step S28).
- FIG. 17 is a diagram for explaining a traveling interlocking sound generator according to still another embodiment of the present invention, and shows another configuration example for estimating the vehicle speed.
- This embodiment uses the output of the GPS receiver 45 as in the embodiment described with reference to FIGS. 16A and 16B. However, in this embodiment, the GPS receiver 45 outputs not only position data but also movement speed data. More specifically, the GPS receiver 45 uses the Doppler effect of the carrier wave from the GPS satellites 46-1, 46-2, 46-3 (see FIG. 16A) to determine the moving speed of the GPS receiver 45. It has a speed calculation function to calculate.
- the first vehicle speed V1 is estimated using the position data generated by the GPS receiver 45 through steps S21 to S29 similar to the case of FIG. 16B. Furthermore, the vehicle speed estimation unit 37 acquires the movement speed data generated by the GPS receiver 45 at the second point B as the second vehicle speed V2 (step S31). Further, the vehicle speed estimation unit 37 determines whether or not the difference
- a predetermined allowable value a constant value
- the first vehicle speed V1 is set to the current vehicle speed V (step S34). This operation is repeated until the system ends, that is, until the power of the traveling interlocking sound generator 30 is turned off (step S30).
- the second vehicle speed V2 can be acquired immediately from the GPS receiver 45, but may include a large error depending on the reception status of radio waves from GPS satellites. Therefore, in this embodiment, when the difference between the first and second vehicle speeds V1 and V2 is less than the allowable value, the value of the second vehicle speed V2 measured using the Doppler effect is considered to be reliable, The second vehicle speed V2 is used as the vehicle speed V. When the difference between the first and second vehicle speeds V1 and V2 is greater than or equal to an allowable value, the second vehicle speed V2 is regarded as unreliable and the first vehicle speed V1 is used.
- the vehicle speed can be estimated without acquiring information from the vehicle body side of the electric motorcycle 1. Therefore, it is possible to provide the traveling interlocking sound generator 30 that can generate an appropriate traveling interlocking sound corresponding to the traveling state while having a simple configuration and being easily assembled to the electric motorcycle 1.
- the position data and the speed data generated by the GPS receiver 45 are used.
- the first data that generates the speed data is used.
- Two GPS receivers may be provided. In this case, position data may be acquired from the first GPS receiver, and speed data may be acquired from the second GPS receiver.
- the speed data generated by the GPS receiver is not used for traveling control of the electric motorcycle 1 but only for generating traveling-linked sound. Therefore, there is no problem even if the speed data includes some errors. Therefore, the vehicle speed of the electric motorcycle 1 may be estimated exclusively using the speed data generated by the GPS receiver.
- the present invention can be implemented in other forms.
- the electric motorcycle 1 is shown as an example of the vehicle in the above-described embodiment, the present invention can be applied to a vehicle having an engine (internal combustion engine) as a power source.
- the present invention may be applied to a hybrid vehicle having both an electric motor and an engine as power sources.
- the present invention can also be applied to vehicles other than motorcycles.
- the traveling interlocking sound generating device that generates the engine sound (engine simulated sound) as the traveling interlocking sound has been described.
- the traveling interlocking sound may be other than the engine sound.
- a traveling-linked sound (motor simulated sound) that simulates the operating sound of an electric motor may be used, or a different type of sound from that generated by a prime mover may be used.
- the generated traveling interlocking sound need not be one type, and a plurality of types of traveling interlocking sound may be selected and generated.
- the basic order sound data and the basic random sound data simulating the order sound component and the random sound component of the engine are used as the first and second component basic sound data, respectively.
- the first component basic sound data and the second component basic sound data may be prepared accordingly.
- the first component basic sound data may be changed in pitch according to the prime mover rotation speed, and the second component basic sound data may hold the pitch regardless of the prime mover rotation speed.
- the traveling interlocking sound generator 30 having the configuration in which the apparatus main body 31 and the speaker 32 are connected by the wiring 33 is shown, but the apparatus main body 31 and the speaker 32 may be integrated. In this case, since the wiring between the apparatus main body 31 and the speaker 32 can be omitted, the configuration is further simplified, and the assembly work to the vehicle body is further facilitated. Furthermore, in the above-mentioned embodiment, although the structure which estimates vehicle speed etc. using the sensors 40 with which the driving
- the “vehicle” to which the traveling interlocking sound generating device of the present invention is applied may be an actual vehicle or a virtual vehicle.
- the travel-linked sound generating device of the present invention can be configured to generate a travel-linked sound according to a virtual vehicle running state on a computer.
- various design changes can be made within the scope of matters described in the claims.
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Abstract
Description
特許文献2は、エンジン回転速度およびスロットル開度に応じた合成音データを生成し、合成音データに対して、燃焼圧データに応じたゆらぎを与えるエンジン音合成装置を開示している。
この発明の一実施形態は、車両の走行状態に応じて走行連動音を発生する走行連動音発生装置であって、第1成分基本音データの音程を前記車両の原動機回転速度に応じて変更して第1成分音データを生成する第1成分音データ生成手段と、第2成分基本音データの音程を変えずに、前記第2成分基本音データの音量を前記車両の原動機回転速度およびアクセル指令値に応じて変更して第2成分音データを生成する第2成分音データ生成手段と、前記第1成分音データ生成手段によって生成された第1成分音データと、前記第2成分音データ生成手段によって生成された第2成分音データとを合成して合成音データを生成する合成音データ生成手段とを含む、走行連動音発生装置を提供する。
前記次数音は、前記車両または原動機が発生する音のうち、原動機回転速度に応じて周波数(または周波数スペクトル)が変動する音であってもよい。同様に、前記ランダム音は、前記車両または原動機が発生する音のうち、原動機回転速度によらずに周波数(または周波数スペクトル)が実質的に変動しない音であってもよい。
図1は、この発明の一実施形態に係る走行連動音発生装置を搭載した車両を示す図解的な側面図である。この車両は、たとえば、電動二輪車1である。より具体的には、電動二輪車1は、スクータ型の電動二輪車であり、車体フレーム2と、前輪3、後輪4、電気モータ5、バッテリ6および車体カバー7を備えている。電動二輪車1は、バッテリ6から供給される電力によって、電気モータ5を駆動し、電気モータ5の出力によって駆動輪としての後輪4を駆動するように構成されている。
車体フレーム2は、ヘッドパイプ8から後方に延びている。車体フレーム2は、ダウンチューブ19と、ダウンチューブ19の後方に配置された左右一対のフレーム本体20とを含む。ダウンチューブ19は、ヘッドパイプ8の下部から後斜め下方に延びている。フレーム本体20は、側面視においてほぼS字形状を成しており、ダウンチューブ19の下端部から後方に延び、さらに後方に向かって斜め上方に向かい、その後、ほぼ水平に後方へと延びている。
走行連動音発生装置30は、装置本体31と、スピーカ32とを含む。図1の例では、装置本体31は、シート29の下方に配置されて、フレーム本体20に取り付けられている。スピーカ32は、たとえば、ヘッドパイプ8に取り付けられている。装置本体31とスピーカ32とは、配線33で接続されている。配線33は、車体カバー7内で配索されており、装置本体31が発生する音声信号をスピーカ32に伝える。
センサ類40は、この実施形態では、加速度センサ41および角速度センサ42(ジャイロセンサ)を含む。加速度センサ41は、直交する3つの軸(X軸、Y軸およびZ軸)の方向に沿う加速度を検出して出力するように構成された3軸加速度センサであってもよい。この実施形態では、加速度センサ41のX軸が電動二輪車1の前後方向に整合し、そのY軸が電動二輪車1の左右方向に整合し、そのZ軸が電動二輪車1の上下方向に整合している。すなわち、このような位置関係となるように、装置本体31が車体フレーム2に取り付けられている。角速度センサ42は、3つの軸(X軸、Y軸およびZ軸)のまわりの角速度(ロール角速度、ピッチ角速度、ヨー角速度)を検出するように構成されている。この実施形態では、角速度センサ42のX軸、Y軸およびZ軸は、加速度センサ41のX軸、Y軸およびZ軸と一致している。すなわち、このような位置関係となるように、加速度センサ41および角速度センサ42が、装置本体31の筐体に組み付けられている。よって、角速度センサ42のX軸が電動二輪車1の前後方向に整合し、そのY軸が電動二輪車1の左右方向に整合し、そのZ軸が電動二輪車1の上下方向に整合している。
音合成回路35は、マイクロコンピュータを含み、このマイクロコンピュータによる演算処理によって実現される複数の機能処理ユニットを含む。より具体的には、音合成回路35は、車速推定ユニット37と、アクセル指令値推定ユニット38と、走行連動音生成ユニット39とを含む。車速推定ユニット37は、センサ類40の出力信号に基づいて、電動二輪車1の車速を推定する。すなわち、電動二輪車1側に備えられたセンサからの信号を用いることなく、電動二輪車1の車速を推定する。アクセル指令値推定ユニット38は、車速推定ユニット37によって推定された車速、およびセンサ類40の出力信号に基づいて、アクセル指令値を推定する。アクセル指令値は、ハンドル11に備えられたアクセルグリップの操作量に対応する。ただし、推定されるアクセル指令値がアクセルグリップの操作量に正確に対応している必要はない。アクセル指令値推定ユニット38は、電動二輪車1側に備えられたセンサ(たとえばアクセルグリップ操作量センサ)の出力信号を用いることなく、アクセル指令値を推定する。走行連動音生成ユニット39は、車速推定ユニット37によって推定された車速と、アクセル指令値推定ユニット38によって推定されたアクセル指令値とに基づいて、走行連動音信号を生成する。
路面勾配角度θで傾斜した路面57上を電動二輪車1が走行しているとき、加速度センサ41が検出する前後方向加速度α′は、電動二輪車1の実際の前後方向加速度αの成分に、重力加速度gによる寄与分gsinθを加えた値となる。そこで、車両加速度計算ユニット54は、加速度センサ41が検出する前後方向加速度α′から重力加速度gによる寄与分gsinθを減じることにより、電動二輪車1の実際の前後方向加速度α(=α′-gsinθ)を求める。すなわち、車両加速度計算ユニット54は、加速度センサ41の出力信号に対して路面勾配角度θに応じた補正を施すことにより、電動二輪車1の前後方向加速度αを求める。路面勾配角度θは、たとえば、電動二輪車1の進行方向に向かって、水平面に対して仰角の場合を正、水平面に対して俯角の場合を負とすればよい。
図5は、車速推定ユニット37による処理内容を示すフローチャートである。
車速推定ユニット37は、電源投入直後かどうかを判断する(ステップS1)。電源投入直後であれば、車速推定ユニット37は、加速度センサ41の出力信号を読み込み(ステップS2)、車速Vを零にクリアする(ステップS3)。さらに、車速推定ユニット37は、加速度センサ41から取り込んだ前後方向加速度α′および上下方向加速度β′に基づいて、初期路面勾配角度θ0を計算する(ステップS4)。ステップS2~S4の動作は、電源投入直後の一回だけ実行される。
図6は、アクセル指令値推定ユニット38の構成例を説明するためのブロック図である。アクセル指令値推定ユニット38は、トルク推定ユニット60と、モータ回転速度演算ユニット63と、アクセル開度推定ユニット65とを含む。トルク推定ユニット60は、走行抵抗演算ユニット61と、必要トルク演算ユニット62とを含む。アクセル開度推定ユニット65は、発生トルク比率計算ユニット66と、推定アクセル開度計算ユニット67とを含む。
仮想エンジン回転速度計算ユニット80は、車速推定ユニット37によって推定された車速Vと、アクセル指令値推定ユニット38によって推定された推定アクセル開度と、車両加速度計算ユニット54によって推定された車両加速度αとに基づいて、前記仮想エンジンの回転速度を計算する。より具体的には、仮想エンジン回転速度計算ユニット80は、車速Vおよび推定アクセル開度ならびに車両加速度αに基づいて仮想エンジン回転速度マップ79を参照し、この仮想エンジン回転速度マップ79から、該当する仮想エンジン回転速度を読み出す。読み出された仮想エンジン回転速度は、次数音データ生成ユニット91に与えられる。
再生時間=基本再生時間×基本回転速度/仮想エンジン回転速度
すなわち、仮想エンジン回転速度に反比例するように基本再生時間を修正することによって、基本次数音データの再生時間が求められる。したがって、高速回転時(すなわち、高速走行時)には再生時間が短くなり、低速回転時(すなわち低速走行時)には再生時間が長くなる。
図11Dおよび図11Eは、定エンジン回転速度線NVに従って仮想エンジン回転速度を決定しているときに、車両加速度αが正値から負値に転じたときの動作を示す。この場合、車両加速度αが負値になった時点で、参照すべき特性線は、そのときの車速Vに応じて、定エンジン回転速度線NVから、第1部分101または第2部分102へと切り換えられる。
図15は、次数音データを再生して周波数分析した例を示す。横軸は時間、縦軸は周波数である。加速の開始タイミングでアクセル開度を0%から100%まで一気に増加させてそのまま維持し、エンジン回転速度が所定の値まで上昇したら0%まで急速に減少させたときの次数音データの再生結果である。アクセル開度の増減に応じて仮想エンジン回転速度が増減し、それに応じて、次数音の周波数が増減している。高調波(倍音)の関係にある周波数成分の強度が強く表れている。
図17は、この発明のさらに他の実施形態に係る走行連動音発生装置を説明するための図であり、車速推定のための他の構成例を示す。この実施形態も、図16Aおよび図16Bを参照して説明した実施形態と同様に、GPS受信機45の出力を用いる。ただし、この実施形態では、GPS受信機45は、位置データだけでなく、移動速度データも出力する。より具体的には、GPS受信機45は、GPS衛星46-1,46-2,46-3(図16A参照)からの搬送波のドップラー効果を利用して、当該GPS受信機45の移動速度を計算する速度計算機能を有している。
なお、図17の実施形態においては、GPS受信機45が生成する位置データおよび速度データを用いることとしているけれども、位置データを生成する第1のGPS受信機の他に、速度データを生成する第2のGPS受信機を備えてもよい。この場合、第1のGPS受信機から位置データを取得し、第2のGPS受信機から速度データを取得すればよい。GPS受信機が生成する速度データは、電動二輪車1の走行制御に用いられるわけではなく、走行連動音の生成のために用いられるにすぎない。したがって、速度データが多少の誤差を含んでいても問題はない。したがって、専らGPS受信機が生成する速度データを用いて電動二輪車1の車速を推定してもよい。
さらには、前述の実施形態では、走行連動音発生装置30に備えられたセンサ類40を用いて車速等を推定する構成を示したけれども、この発明は、この構成に限られない。すなわち、この発明の走行連動音発生装置は、車速、原動機回転速度、アクセル操作量のように、電動二輪車1の走行状態に関する情報を、電動二輪車1の車体側から取得するように構成することもできる。
その他、特許請求の範囲に記載された事項の範囲で種々の設計変更を施すことが可能である。
2 車体フレーム
3 前輪
4 後輪
5 電気モータ
6 バッテリ
11 ハンドル
12 グリップ
30 走行連動音発生装置
31 装置本体
32 スピーカ
33 配線
35 音合成回路
36 アンプ
37 車速推定ユニット
38 アクセル指令値推定ユニット
39 走行連動音生成ユニット
40 センサ類
41 加速度センサ
42 角速度センサ
45 GPS受信機
46-1,46-2,46-3 GPS衛星
50 路面勾配推定ユニット
51 初期路面勾配角度計算ユニット
52 路面勾配角度計算ユニット
54 車両加速度計算ユニット
55 車速計算ユニット
57 傾斜した路面
60 トルク推定ユニット
61 走行抵抗演算ユニット
62 必要トルク演算ユニット
63 モータ回転速度演算ユニット
64 最大トルクマップ
65 アクセル開度推定ユニット
66 発生トルク比率計算ユニット
67 推定アクセル開度計算ユニット
68 アクセル開度マップ
71 トルク特性変更操作ユニット
72 アクセル開度特性変更操作ユニット
79 仮想エンジン回転速度マップ
80 仮想エンジン回転速度計算ユニット
81 基本次数音データ記憶ユニット
82 次数音再生時間計算ユニット
83 次数音データ再生ユニット
84 次数音ゲイン生成ユニット
85 次数音ゲイン乗算ユニット
86 基本ランダム音データ記憶ユニット
87 ランダム音データ再生ユニット
88 ランダム音ゲイン生成ユニット
89 ランダム音ゲイン乗算ユニット
90 合成ユニット
91 次数音データ生成ユニット
92 ランダム音データ生成ユニット
94 第1次数音ゲイン設定ユニット
95 第2次数音ゲイン設定ユニット
96 乗算ユニット
97 第1ランダム音ゲイン設定ユニット
98 第2ランダム音ゲイン設定ユニット
99 乗算ユニット
Claims (3)
- 車両の走行状態に応じて走行連動音を発生する走行連動音発生装置であって、
第1成分基本音データの音程を前記車両の原動機回転速度に応じて変更して第1成分音データを生成する第1成分音データ生成手段と、
第2成分基本音データの音程を変えずに、前記第2成分基本音データの音量を前記車両の原動機回転速度およびアクセル指令値に応じて変更して第2成分音データを生成する第2成分音データ生成手段と、
前記第1成分音データ生成手段によって生成された第1成分音データと、前記第2成分音データ生成手段によって生成された第2成分音データとを合成して合成音データを生成する合成音データ生成手段とを含む、走行連動音発生装置。 - 前記第1成分基本音データが、原動機回転速度に応じて周波数が変動する次数音に相当する基本データを含み、
前記第2成分音データが、原動機回転速度によらずに周波数が変動しないランダム音に相当する基本データを含む、請求項1に記載の走行連動音発生装置。 - 前記第1成分音データ生成手段が、前記第1成分基本音データの音程を前記車両の原動機回転速度に応じて変更する音程変更手段と、前記第1成分基本音データの音量を前記車両の原動機回転速度およびアクセル指令値に応じて変更する第1成分音量変更手段とを含む、請求項1または2に記載の走行連動音発生装置。
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- 2011-10-14 CN CN2011800613132A patent/CN103260950A/zh active Pending
- 2011-10-14 US US13/823,827 patent/US9065403B2/en not_active Expired - Fee Related
- 2011-10-14 WO PCT/JP2011/073672 patent/WO2013021513A1/ja active Application Filing
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CN105165029A (zh) * | 2013-04-24 | 2015-12-16 | 日产自动车株式会社 | 车辆用音响控制装置、车辆用音响控制方法 |
JP2019124931A (ja) * | 2018-01-17 | 2019-07-25 | ハーマン インターナショナル インダストリーズ インコーポレイテッド | 車両ノイズマスキングのためのシステム及び方法 |
JP7324005B2 (ja) | 2018-01-17 | 2023-08-09 | ハーマン インターナショナル インダストリーズ インコーポレイテッド | 車両ノイズマスキングのためのシステム及び方法 |
CN109448753A (zh) * | 2018-10-24 | 2019-03-08 | 天津大学 | 基于样本的爆炸声音自动合成方法 |
CN109448753B (zh) * | 2018-10-24 | 2022-10-11 | 天津大学 | 基于样本的爆炸声音自动合成方法 |
Also Published As
Publication number | Publication date |
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JP5481600B2 (ja) | 2014-04-23 |
EP2628640B1 (en) | 2020-06-17 |
US20130182864A1 (en) | 2013-07-18 |
CN103260950A (zh) | 2013-08-21 |
EP2628640A4 (en) | 2015-11-25 |
US9065403B2 (en) | 2015-06-23 |
EP2628640A1 (en) | 2013-08-21 |
JPWO2013021513A1 (ja) | 2015-03-05 |
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