• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A noise enhancement system (100) for a motor (201) of a vehicle (200) includes a vibration sensor (1) disposed on the crankcase (202) of the engine to generate a electrical signal (A) indicative of engine noise; a signal processor (2) connected to the vibration sensor (1) for processing said electrical signal (A) indicative of engine noise and generating an output audio signal (B), and a loudspeaker (3) disposed in the vehicle interior and connected to said signal processor (2) for receiving said output audio signal (B) and generating engine noise improving noise.
    公开号:FR3031621A3
    申请号:FR1650274
    申请日:2016-01-13
    公开日:2016-07-15
    发明作者:Francesco Violi；Emanuele Ugolotti；Maurizio Arletti
    申请人:Ask Industries SpA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a system for improving the engine noise (ESE) of a vehicle.
    [0002] As is known, most vehicles include an internal combustion engine. Each internal combustion engine is characterized by a typical noise, according to its structure, horsepower and engine capacity. In general, every car manufacturer is distinguished by a typical engine noise. To improve passenger comfort and keep the vehicle as quiet as possible, vehicle interiors are acoustically insulated from the hood that protects the engine. As a result, the driver inside the cockpit can not hear the engine noise while driving. Such a quiet state of the vehicle entails certain disadvantages, particularly in the case of sports cars, for which it is useful for the driver to hear the engine noise so as to decide on a driving style. US Pat. No. 7,203,321 discloses a noise enhancement system comprising: an acoustic pressure sensor positioned proximally to or within one of an intake duct and a duct engine exhaust for detecting engine sound pressure, - a signal processing unit which processes the sound pressure sensor signal, - a synthesizer which outputs a synthesized signal, - an adder which adds the signal from the sensor of sound pressure to the synthesizer signal 3031621 2 and sends the output signal to a speaker which generates an enhancement noise. However, said system is not effective, particularly because the sound pressure sensor is disposed in the intake duct or exhaust duct and is not able to detect real engine noise accurately. because said sound pressure sensor only takes into account the sound generated by the acoustic pressure propagating in the intake duct or in the exhaust duct, without taking into account the real noise caused by the vibration of the engine casing. For this reason, the audio signal generated solely by the sound pressure sensor is not satisfactory for reproducing the actual engine noise. It is therefore necessary to use a synthesizer and generate a synthesized (fully artificial) signal that is added to the sound pressure signal detected by the sound pressure sensor. Obviously, the artificial noise generated from the synthesized signal can never be identical to the actual engine noise. US Patent 8,300,842 discloses a motor noise enhancement system, comprising: a speaker for generating a noise enhancement signal; and a control unit which controls the loudspeaker with a control signal corresponding to the noise enhancement signal. The control unit receives only a signal indicative of the motor speed, which is obtained from a vehicle tachometer, and adds values additional to said engine speed signal to calculate the control signal on the basis of a speedometer. 'a sound of 3031621 3 future engine predicted. The predicted future engine noise is determined using the input signal from the vehicle tachometer and a value derived from the input signal from the vehicle tachometer indicative of an engine angular acceleration. In addition, this system is not very accurate because it generates an entirely artificial signal based on values obtained from the tachometer and processed using a complex algorithm; moreover, it does not take into account the real noise generated by the motor. Engine noise enhancement systems are known including a plurality of microphones disposed in various parts of the vehicle and a mixer that mixes the signals from said microphones. A plurality of sensors continuously detect the driving conditions of the vehicle and control the gain of signals from said microphones. In order to function, these systems require a plurality of microphones and are therefore expensive, complicated and bulky. The present invention aims at eliminating the drawbacks of the prior art by providing an engine noise improvement system which is capable of introducing noise into the vehicle cabin which is as close as possible to the engine. real noise of the vehicle engine. The present invention also aims to provide an engine noise enhancement system that is efficient, accurate, reliable, versatile and, at the same time, inexpensive and easy to install and operate. The subject of the present invention is therefore a system for improving the noise of the engine of a vehicle of the invention, said vehicle comprising a passenger compartment for the driver and the passengers, said engine comprising a housing, comprising: means noise detecting means for detecting an engine noise and generating an electrical signal indicative of the engine noise; a signal processor connected to the noise detection means for processing said electrical signal indicative of engine noise and generating an output audio signal, and a speaker disposed in the vehicle cabin and connected to said signal processor for receiving said output audio signal and generating engine noise improving noise, characterized in that: - said noise detecting means is a vibration sensor disposed on the engine housing for detecting crankcase vibrations of the motor, which generates the motor noise, and said electrical signal indicative of the motor noise is a vibration signal of the motor housing, and 20 - said vibration sensor is a mechanical-electrical transducer of the exciter or vibrator type, comprising a a stationary portion firmly coupled to the motor housing and a movable portion that moves relative to the stationary portion when the motor housing 25 undergoes a modification vibration sensor for detecting the vibration speed of the motor housing, said vibration sensor acting as an accelerometer integrator or a celerometer. Said vibration sensor may comprise a centering element, acting as an elastic suspension, said centering element comprising an outer ring connected to the movable part, an inner ring connected to the fixed part, and a plurality of elastic spokes connecting the outer ring to the inner ring. The system may include a CAN interface connected to a vehicle CAN bus and the signal processor, and said CAN interface configured to detect engine RPM and torque values and send said values. to the signal processor that uses them to control the gain of said outgoing audio signal.
    [0003] Said signal processor may comprise a dynamic filter network connected to said vibration sensor and to said CAN interface, each filter having a predefined frequency and a variable gain according to said rpm and torque values detected by said CAN interface. Said signal processor may comprise a global gain block connected to said vibration sensor and to said CAN interface, said global gain block being configured to apply an overall gain to said electrical signal detected by the vibration sensor according to said revolutions per minute values. minute and torque detected by said CAN interface. Said signal processor may comprise a dynamic filter network connected to said global gain block and to said CAN interface, said dynamic filter network comprising a plurality of filter networks, each filter network being associated with a specific overall gain of said block of overall gain, each filter having a predetermined fixed frequency and a variable gain depending on the rpm and torque values detected by said CAN interface. Said CAN interface may be configured to detect, from said CAN bus, a driver-defined vehicle attitude value among at least two possible vehicle attitude values, preferably four RDNA vehicle attitudes ( race, dynamic, natural, any weather condition), and said overall gain block may contain a number of 3D search tables equal to the number of vehicle attitudes that can be defined by the driver, each 3D lookup table having RPM values as X-axis, torque values as Y-axis, and global gain values as Z-axis. Said signal processor may comprise a mixer for mixing said electrical signal detected by said vibration sensor with a signal. audio from a multi-channel audio power amplifier placed in the vehicle. Said signal processor may comprise a gain control block connected to said mixer for setting a gain of said audio signal from the multi-channel audio power amplifier so as not to change the acoustics of the vehicle audio system due to of the engine noise improvement system. Said vehicle may comprise an audio system having a multi-channel power amplifier connected to a plurality of loudspeakers disposed in the vehicle passenger compartment, and said speaker emitting the engine noise enhancement may be the loudspeaker. central speaker of said vehicle audio system. The advantages of the system according to the present invention, which utilizes a vibration vibrator sensor on the engine crankcase, in place of pressure sensors in the exhaust or exhaust pipe of the engine, are obvious.
    [0004] By the use of a vibrator, the system of the invention avoids any type of artificial synthesis of a signal that simulates engine noise. In addition, such a system eliminates the use of a plurality of microphones, as well as the need to mix noise from the various microphones. In addition, such a system obtains a signal that is very close to the actual engine noise. Additional features of the invention will be apparent from the following detailed description of primarily illustrative, non-limiting embodiments of the present invention, described in conjunction with the accompanying drawings, in which: FIG. schematic top view of a vehicle, wherein is installed the engine noise enhancement system of the invention; Figure 2 is a schematic perspective view of a vibrator type vibration sensor mounted on the vehicle crankcase; Figure 3 is a block diagram showing the engine noise enhancement system of the invention; Figure 4 is a block diagram showing the gain and filter block of Figure 3 in detail; Figure 5 is a diagram showing the transfer function of the vibrator of Figure 2; Figure 6 is a Cartesian graph having two axes, a gain table, a filter network with an appropriate filter table and a Cartesian graph of signal filtering being included; Figure 6A is a Cartesian graph having three axes of a fault table before adjustment; Figure 6B is a Cartesian graph having three axes of a gain area after the adjustment; Figure 7 is a Cartesian graph having three axes, such as Figure 6A, showing an example of an overall gain area before equalizing the overall gain values; Figure 8 is a Cartesian graph having three axes, such as Figure 6B, showing the overall gain area and the adjustment of the overall gain values; - Figures 9, 10, 11 are three diagrams respectively showing the spectrum of the engine audio signal detected by three sensors according to the prior art; FIG. 12 is a diagram showing the spectrum of the engine audio signal detected by a vibrator type vibration sensor according to the invention; and Figure 13 is the frequency response of the vibrator excited by a vibration having a constant acceleration produced by a sample exciter.
    [0005] Referring to the Figures, it can be seen that the engine noise enhancement system of the invention is generally designated by reference numeral 100.
    [0006] Figure 1 shows a basic version, in which the system 100 has no interaction with the pre-existing audio system of the vehicle. However, according to a more advanced version, the system 100 is integrated with the audio system installed in the vehicle, sharing one or more channels and one or more speakers therewith. Referring to FIGS. 1 and 2, it can be seen that the system 100 is installed in a vehicle 200. The vehicle 200 comprises a motor 201 which may be an internal combustion engine, an electric motor or any other type Propulsion engine protected by the vehicle hood. The engine 201 comprises a housing 202 which contains the various parts of the engine. As is known, during operation of the engine, the housing 202 undergoes instantaneous acceleration and vibrates, generating a typical engine noise in the surrounding air. The system 100 includes a vibration sensor 1 suitably disposed on the housing 202 of the engine. Advantageously, a housing designed to contain the vibration sensor 1 is obtained on the motor housing. The vibration sensor 1 is intended to detect the vibrations 202 of the crankcase which generate the typical noise of the engine 201 in the surrounding air. Therefore, the vibration sensor 1 acts as the original noise sensor. Advantageously, the vibration sensor 1 is a mechanical-electric transducer of exciter or vibrator type which detects the vibrations of the motor housing 202 and consequently generates an electric signal A proportional to the instantaneous speed applied to the mobile part of the sensor. vibration. Said analog electrical signal A is indicative of the instantaneous acceleration of the motor housing. Such a type of vibrator type transducer is disclosed in European Patent EP 2476264 B1 in the name of the same applicant. The vibration sensor 1 is an exciter-type mechanical or electrical transducer or vibrator, comprising a stationary portion firmly connected to the housing 202 of the motor and a movable portion resiliently fixed to the fixed part, so that the movable part can move relative to the fixed part.
    [0007] According to a preferred embodiment of the invention, the fixed part comprises a coil and the mobile part comprises a magnetic unit which generates an air gap. The opposite situation is also possible in which the fixed part comprises a magnetic unit which generates an air gap and the moving part comprises a coil. When the motor housing undergoes a vibration change, the movable portion moves relative to the stationary portion with an axial movement of the reciprocator, and the vibrator detects and transduces the vibration speed of the motor housing, generating a signal electrical A at the ends of the coil which is indicative of the noise generated by the engine. According to a preferred embodiment of the invention, the fixed part of the vibration transducer 1 comprises a plastic shell comprising two welded parts: a base and a cover. A very thin cylindrical support is rigidly fixed in a central position inside the base, on which a coil is wound so as to remain inside an air gap with an annular shape obtained in a circuit magnetic forming the movable part. The moving part then comprises the magnetic circuit composed of a permanent magnet disposed between two polar plates; the air gap is obtained between the two polar plates, having a radial thickness less than the thickness of the coil contained in the fixed part. As a result, the movable portion can provide a bidirectional axial translation on the fixed coil immersed in the gap. The fixed part and the mobile part of the vibrator are connected by means of a centering element 10 acting as an elastic suspension. The centering element 10 comprises an outer ring 11 connected to the movable part, an inner ring 12 connected to the fixed part, and a plurality of elastic spokes 13 connecting the outer ring 11 to the inner ring 12. centering 10 keeps the moving part in a perfectly centered position with respect to the coil immersed in the air gap generated by the moving part. The vibration sensor 1 is connected to a first input IN1 of a digital signal processor (DSP) 2. The DSP 2 processes the electrical signal A, which is indicative of the acceleration of the motor housing, so as to obtain an output audio signal B to be sent to one or more speakers 3 disposed in the passenger compartment of the vehicle 200 through an internal amplifier 4. According to an amplified audio signal C from the internal amplifier 4 , the speaker 3 generates an improvement noise in the vehicle cabin, which is very similar to the noise of the engine 201.
    [0008] The speaker 3 may be any speaker placed in the audio system of the vehicle 200, or it may be a dedicated loudspeaker specifically for enhancement noise, for example a vibrator type speaker 5, such as that disclosed in European patent EP 2476264. In the latter case, if the speaker 3 is a vibrator, it has no sound membrane and is attached to the vehicle body to put the vehicle body in vibration and generate said engine improvement noise. Referring to Figure 3, it can be seen that the vehicle 200 may comprise a multi-channel audio power amplifier 4 'which is already placed in the vehicle to amplify the vehicle audio system connected to the unit. head or car radio. The multi-channel audio power amplifier 4 'controls a plurality of speakers placed in various positions in the vehicle cabin. Said speakers include a center speaker, similar to the speaker 3, which is generally placed in the vehicle dashboard. In this case, the multichannel audio power amplifier 4 'generates an audio signal D which is sent to a second input IN2 of the DSP and enters the DSP 2 via an analog / digital converter 7.
    [0009] The audio signal D of the multichannel audio power amplifier 4 'goes to a gain control stage 14 from which a set audio signal D1 is generated. The electrical signal A of the vibrator passes through a gain and / or filter block 13 which generates an improvement signal A1 indicative of the motor noise. The adjusted audio signal D1 from the gain adjustment stage 14 is mixed with the improvement signal A1 from the gain and / or filter block 13 by means of a mixer 15. The output of the mixer 15 is sent to a digital-to-analog converter 8 which generates the analog audio signal B which is amplified by the internal amplifier 45 and sent to the central loudspeaker 3 as an amplified signal C. The same configuration of FIG. Figure 3 can be made for additional speakers of the vehicle, such as the bass speakers which are generally placed in the front and rear doors of the vehicle. In this case, as shown in Figure 3, multiple inputs, which are similar to the second input IN2 which receives the audio signal D, and multiple gain adjustment blocks, which are similar to the gain adjustment block 14 , are implemented. In view of the above, the central loudspeaker 3 or all other speakers of the vehicle can read both the tuned audio signal D1 normally obtained in the vehicle and the improvement signal A1 obtained with the system 100.
    [0010] Various types of sensors were evaluated during the system test 100 in order to find the most suitable sensor for capturing the engine noise to be processed in the DSP 2. The first sensor to be tested was a sensor of pressure inside the engine exhaust pipe (as suggested by US Pat. No. 7,203,321). Such a pressure sensor is already placed in the engine to assist the vehicle control unit (ECU). The sensor, which is substantially similar to a microphone, can not be used in turbo engines because the sensor receives a pressure wave which results in a loud deaf noise in the amplifier input.
    [0011] Figure 9 shows the spectrum of the signal detected by the pressure sensor in the engine exhaust pipe, which shows a low frequency spike due to the muffled turbo pressure noise.
    [0012] In addition, two types of accelerometers that are commonly available on the market have been tested, namely a piezoelectric accelerometer and a MEMS accelerometer (microelectromechanical system), both attached to the engine cylinder head and the extraction pipe. . The operation of both accelerometers has been excellent, with the exception of sensitivity to all motor noise, especially at high frequencies. Such sensitivity of noise at high frequencies did not achieve the desired noise. In fact, for frequencies above 15 KHz, the detected noises are noises generated by mechanical accessories (ie, valves and cams), and not engine noise. Figure 10 and Figure 11 show the spectrum of the signals detected by the piezoelectric accelerometer and the MEMS accelerometer, respectively, showing the high frequencies in which the signal is disturbed by the noise generated by the mechanical accessories of the vehicle. Finally, an exciter type vibration sensor (vibrator) 1 has been tested as an acceleration sensor, and used as a sensor (mechanical-electrical transducer) and not as a speaker (electroacoustic transducer). Figure 12 shows the spectrum of the signal detected by the exciter 1 during the actual operation of a turbo engine. As clearly shown in Fig. 12, the exciter acts as a bandpass filter and filters the low-frequency, low-frequency deaf noise, and the noise of the vehicle's mechanical parts at high frequencies, thus allowing a net recording of the signals. Motor Controls (Fundamental Frequency and Motor Relative Harmonics) The use of an electrodynamic vibrator as a vibration transducer implies that the sensor has a large mass compared to an ordinary vibration sensor. This has certain obvious disadvantages, such as low vibration sensitivity and a frequency response that decreases as the frequency increases. However, the use of a vibrator has led to the following advantages: a very low internal impedance of the sensor which guarantees immunity against interference from other electrical systems installed in the motor. The weight of the moving part of the vibrator applies a natural low-pass filter to the detected signal, which results in high immunity to unwanted high-frequency impulse noise. 20 - The low-pass effect with the high-pass effect coming from the resonance of the mass-elastic suspension system of the vibrator results in an ideal band-pass behavior for a sensor that operates in difficult conditions with a noise at high and low 25 frequencies not desired. The vibrator type vibration sensor 1 is not exactly an accelerometer, but a accelerometer or an accelerometer integrator. The voltage generated across the moving coil of the vibrator, when the moving part 30 is moving (due to vibrations), is proportional to the instantaneous speed of the moving part which is translated in the low-pass response mentioned above by compared to its instantaneous acceleration.
    [0013] As shown in FIG. 13, by exciting the vibrator with constant acceleration produced by a sample exciter, the vibrator behaves like a low pass filter, i.e. it mathematically corresponds to an integration of the input signal. The vibrator is therefore an accelerometer having an integrated natural low-pass filter. In comparison with the vibrator illustrated in European Patent Application EP 2 476 264 A1, vibrator type vibration sensor 1 of the present invention advantageously has some improvements. The vibration sensor 1 has two magnetic parts and two coil parts in an opposite position, in order to have a balanced output signal. In this way, due to its low impedance and the balanced output signal, the vibration sensor 1 is free of external interference. Such a result can be obtained by arranging two vibration sensors 1 with a single coil in a symmetrical configuration ("push-pull"), ie with the coils or the magnetic parts in an opposite position. Each spoke 13 of the centering element 10 is made of two different materials: a first portion of the spoke is made of a metallic material, such as phosphorous bronze, to withstand high temperatures, and a second portion of the spoke is made of plastic material to have a suitable damping of the moving part. The vehicle 200 includes a CAN bus (multiplex network) 203 which connects various electronic control units (ECUs) 204 of the vehicle. The system 100 includes a CAN interface 5 connected to the CAN bus 203 and the DSP 2. Various messages are carried on the CAN bus 203 and are exchanged between the various ECUs 204, such as the on-board computer. In particular, the CAN 203 bus will carry: - a first message having information on the number of revolutions (revolutions per minute) of the engine, and 5 - a second message having information on the value of the torque (torque) developed by the engine . In the most advanced cars, the user can choose the car attitude according to the driving style he wants. In general, it is possible to choose at least from two attitudes. Systems that select from four attitudes are known as RDNA (race, direct, natural, any weather condition). In this case, a third message will also be carried on the CAN bus (203), with information on a four-position RDNA command for the car attitude chosen by the user. The CAN 5 interface is a transceiver which is programmed to take, from the CAN bus 203, the information carried on the CAN bus: RPM and torque. If the vehicle allows for different driving styles that result in certain changes in vehicle attitude (ie, stiffer suspensions, smoke exhaust in a more or less open position or a bypass air in a more or less open position), i.e., changes in the RDNA signal, then the CAN interface 5 also detects the values of the RDNA signal. As shown in Figure 3, the electrical signal A transduced by the vibration sensor 1 and the audio signal D from the multi-channel audio power amplifier 4 'are analog signals. However, the DSP 2 can only process digital signals. Therefore, the system 100 includes a first analog-to-digital converter 6 for converting the electrical analog signal A from the vibration sensor 1 into a digital signal, and a second analog-to-digital converter 7 for converting the analog audio signal D from the multi-channel audio power amplifier 4 'into a digital signal. The system 100 comprises a microcontroller 9 disposed between the CAN interface 5 and the DSP 2. The microcontroller 9 receives the RPM, torque and RDNA values from the CAN interface 5 and sends these values to the DSP 2. The microcontroller 9 may be incorporated in the DSP 2. The system 100 also comprises: a power supply 10 for powering the microcontroller 9, the DSP 2 and the power amplifier 4; and a power supply having multiple stabilized outputs 11 for powering the microcontroller 9, the DSP 2 and the internal power amplifier 4. The DSP 2 comprises a gain and / or filter block 13 for applying a gain and / or or filtering at the digital electrical signal A from the first analog-to-digital converter 6 according to the values of revolutions per minute, torque and, optionally, RDNA from the microcontroller 9. The gain and / or filter block 13 generates a signal of Al improvement which is processed according to the signals of revolutions per minute, torque and RDNA. The DSP 2 includes a gain adjustment block 14 for adjusting the gain of the audio signal from the second analog-to-digital converter 7 downstream of the IN2 input connected to the output of the multi-channel audio amplifier 3031621 4 '. The gain adjustment block 14 generates a set audio signal D1. The engine noise enhancement system 100 tends to change the acoustics of the vehicle audio system. Therefore, the gain adjusting block 14 is set so as not to change the acoustics of the vehicle audio system. Therefore, the level of the adjusted audio signal D1 from the gain adjusting block 14 is such that it does not change the acoustics of the vehicle audio system, maintaining the same acoustics as the vehicle audio system would have without the system. The DSP 2 includes a mixer 15 which receives the enhancement signal A1 from the gain and filter block 13 and the adjusted audio signal D1 from the gain adjusting block 14. The two signals Al and D1 are mixed together. in the mixer 15 so as to obtain the output audio signal B. The enhancement signal A1 from the DSP and the adjusted audio signal D1 from the multi-channel power amplifier 4 'of the vehicle are mixed in the mixer In order to use the engine enhancement also in the presence of an audio or musical signal from the vehicle audio system. Obviously, the enhancement signal A1 can be used without the set audio signal D1, and vice versa. The digital audio output signal from the mixer 15 is sent to the D / A converter 8, and the analog audio output signal B from the digital to analog converter 8 is sent to the internal power amplifier 4. The amplified audio signal C from the internal power amplifier 4 is sent to the speaker 3 in the car interior to generate a vehicle engine enhancement noise. Although the block diagram of Figure 3 shows that the DSP 2 only includes the gain block 5 and / or filter 13, the gain adjustment block 14 and the mixer 15, the DSP can obviously also include additional blocks shown. in the diagram of FIG. 3, such as, for example, the first input IN1, the second input IN2, the analog / digital converters 6, 7, the digital / analog converter 8, the CAN interface 5 and the microcontroller 9 It should be noted that multiple inputs similar to the second input IN2 may be provided to send the enhancement signal to multiple loudspeakers, and not only to the center loudspeaker 3. Sending the signal of improvement A1 together with the set audio signal B1 only to the center loudspeaker 3 is a special case of a more general system, in which the enhancement signal A1 (alone or mixed with the set audio signal B1) is yé to any of the vehicle speakers. In addition, an analog signal processor can be provided in place of the DSP 2.
    [0014] As shown in FIG. 4, the gain and / or filter block 13 comprises an overall gain block 20 and / or a dynamic filter network 21. The overall gain block 20 imposes the overall gain to be applied to the electrical signal. A from the vibration sensor 1 for specific RDNA, RPM and torque values detected by the CAN bus using the CAN interface 5.
    [0015] 3031621 21 A 3D map (or lookup table) with revolutions per minute as X axis, torque as Y axis and global gain as Z axis, is created for each RDNA value (race, dynamic, natural, any weather condition) ). Given the four RDNA leadership styles, it is necessary to create four lookup tables. The values entered into said tables are obtained by means of adjustment during the various experimental tests or simulators simulating the engine noise in the various vehicle attitudes (RDNA) or directly on the test vehicle, still in the various vehicle attitudes (RDNA) and according to the values of revolutions per minute and torque. The search tables are saved in the global gain block 20.
    [0016] As shown in Fig. 6, each search table can be created by generating a matrix G11, ... G55 of global gain values (for example, a 5 x 5 matrix = 25 global gain values) in a Cartesian graph (X = revolutions per minute, Y = torque).
    [0017] As shown in Fig. 6A (before setting or default situation) and Fig. 6B (after setting), the Cartesian axes of a Cartesian graph define the minimum (Rmin) and maximum (Rmax) rpm values and the minimum torque values (Tmin) and maximum torque values (Tmax). Each range (Rmin) - (Rmax) and (Tmin) - (Tmax) is divided into four identical sub-ranges, identifying five points on each Cartesian axis corresponding respectively to percentage values Rmax and Tmax of 0%; 25%; 50%; 75% and 100%. Straight lines parallel to the Cartesian axes are plotted from these points on the Cartesian axes. The straight lines intersect, forming 25 nodal points. A global gain value is assigned to each nodal point to generate the overall gain matrix. The overall gain values of the matrix are the result of the adjustment, corresponding to 5 specific rpm values and 5 specific torque values. The overall gain values harmonize the motor noise generated by the electrical signal A coming from the vibration sensor with the noise that is already present naturally in the passenger compartment. The noise generated from this combination must be evaluated successively and agreed with the car manufacturer, subject to successive adjustment steps. For this reason, specific adjustment software is provided, which is run on a regular computer and includes a graphical user interface (GUI) which is user-friendly. The computer is connected to the internal amplifier 4 via an RS232 serial port, and the adjustment software acts in real time on the DSP 2. The software is used to model the 3D diagram of Figure 6B. (values of revolutions per minute, torque, global gain G) and to extract all the global gain values G obtained with a linear interpolation. The global gain block 20 has the following functions: - to receive the RDNA, RPM and torque values from the CAN 5 interface; - to consult the appropriate search table according to the RDNA values, of revolutions per minute and torque received, and - find, in the search table, the overall gain to be applied to the electrical signal A detected by the vibration sensor 1.
    [0018] 3031621 23 The RDNA value shall be considered to be the user defined vehicle attitude. Instead, the rpm and torque values are values continuously detected by the vehicle control unit as the vehicle is traveling. Figure 7 shows an example of a global gain area in a 3D Cartesian graph, before setting the values of the global gain matrix (default situation). In this case, the overall gain area is an inclined plane with overall gain values that increase linearly as the rpm and torque values increase. Figure 8 shows an example of the overall gain area of Figure 7 after adjusting the values of the overall gain matrix. In this case, the overall gain area is irregular because it depends on the setting made. Therefore, when the pair of rpm and torque values detected by the CAN interface 5 is not exactly in one of the points indicated in the diagram of FIG. 8, the overall gain is calculated with a linear interpolation between the nearest points. The interpolation can also be non-linear, for example a cubic spline can be used. The dynamic filter network 21 comprises a plurality of filter arrays, i.e., a filter array F1, F2, ... F5 for each global gain value of the overall gain matrix. The example of FIG. 6 shows a filter network composed of five filters F1,... F5, for each global gain value of the global gain matrix.
    [0019] In view of the above, 5 x 25 = 125 filters are created for each search table. Each filter F1,... F5 of each filter network is a band-pass filter of the "peak" or bell type, centered on frequencies Fr which can generally vary from 120 to 600 Hz. a different value, which must be set vehicle by vehicle. In addition to its center band frequency, each filter is also defined by its quality factor Q and by a gain value g. The frequencies Fr and quality factors Q of the filters are predefined (that is, defined during the adjustment). In addition, the selection of the gain values g of the filters is performed during the acoustic tuning of the vehicle, together with or immediately after the adjustment of the overall gain matrix. Such additional adjustment is necessary if it is desired to change the frequency content of the signal (not just the level or gain) according to the signal of for certain RDNA values. additional adjustment must agreed stages revolutions per minute and torque The noise obtained from this be successively evaluated and with the car manufacturer, submitted successive adjustment. For this reason, specific setting software is provided, which is run on a regular computer and has a graphical user interface (GUI) which is easy to use. The computer is connected to the internal amplifier 4 by means of an RS232 serial port, and the control software acts in real time on the DSP 2, applying the filter parameters for acoustic evaluation. In this case, when rpm and torque values are detected with respect to rpm and torque values which are included in the overall gain values, linear interpolation or interpolation with a spline function nonlinear can be applied to obtain intermediate gain values g of the filters. Linear interpolation is preferred because it is the simplest and easiest form of interpolation in terms of calculations for the DSP. Obviously, a more complex interpolation can be used.
    [0020] As shown in FIG. 5, the vibration sensor 1 has an accurate transfer function with a band centered in a frequency of approximately 20 to 1200 Hz. For example, the filter network 21 makes it possible to focus on the components of the electrical signal 10 A from the vibration sensor 1 in the high frequency part of the signal. The electrical signal A then passes into the global gain block 20 in which a global gain is applied, and then the electrical signal passes into the filter network F1,... F5 chosen according to the overall gain. The filters F1,... F5 of the filter network filter the electrical signal A at certain frequencies between 100 and 600 Hz and apply certain gains from the filters to the electrical signal according to the values of rpm and torque detected by the CAN interface 5. It should be considered that the DSP 2 may comprise only the global gain block 20 or only the filter network 21. Variations and modifications equivalent to the scope of a person skilled in the art can be made to the embodiment of the present invention without departing from the scope of the invention.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1 - A system for improving noise (100) of the engine (201) of a vehicle (200), said vehicle comprising a passenger compartment for the driver and passengers, said engine (201) comprising a housing (202), said system (100) comprising: - noise detection means for detecting a motor noise and generating an electrical signal (A) indicative of the engine noise, a signal processor (2) connected to the noise detection means for processing said signal electrical (A) indicative of engine noise and generating an output audio signal (B), and - a speaker (3) disposed in the vehicle cabin and connected to said signal processor (2) for receiving said audio signal outputting device (B) and generating an engine noise improvement noise, characterized in that: - said noise detection means is a vibration sensor (1) disposed on the engine casing (202) for detecting the crankcase vibrations, which generate the motor noise, and said electrical signal (A) indicative of the engine noise is a vibration signal of the motor housing, and - said vibration sensor (1) is a mechanical-electric transducer of exciter or vibrator type, comprising a part fixedly coupled to the motor housing and a movable portion that moves relative to the stationary portion when the motor housing undergoes a vibration change to detect the vibration velocity of the motor housing, said vibration sensor ( 1) acting as an accelerometer integrator or a celerometer.
    [0002]
    2 - System (100) according to claim 1, characterized in that said vibration sensor (1) 5 comprises a centering element (10), acting as an elastic suspension, said centering element (10) comprising an outer ring (11) connected to the movable part, an inner ring (12) connected to the fixed part, and a plurality of elastic spokes (13) connecting the outer ring (11) to the inner ring (12).
    [0003]
    3 - System (100) according to claim 1 or claim 2, characterized in that it comprises a CAN interface (5) connected to a CAN bus (203) of the vehicle and the signal processor (2), and said CAN interface (5) being configured to detect RPM and motor torque values and send said values to the signal processor (2) which uses them to control the gain of said outgoing audio signal ( B). 20
    [0004]
    4 - System (100) according to claim 3, characterized in that said signal processor (2) comprises a dynamic filter network (21) connected to said vibration sensor (1) and said CAN interface (5), each filter (F1, ... F5) having a predefined frequency (Fr) and a variable gain (g) according to said rpm and torque values detected by said CAN interface (5).
    [0005]
    5 - System (100) according to claim 3, characterized in that said signal processor (2) comprises a global gain block (20) connected to said vibration sensor (1) and said CAN interface (5), said global gain block (20) being configured to apply an overall gain (G11, ... G55) to said electrical signal (A) detected by the vibration sensor (1) according to said rpm and torque values detected by said CAN interface (5).
    [0006]
    6 - System (100) according to claim 5, characterized in that said signal processor (2) comprises a dynamic filter network (21) connected to said global gain block (20) and to said CAN interface (5) said dynamic filter network (21) comprising a plurality of filter arrays, each filter array (F1, ... F5) being associated with a specific overall gain (G11, ... G55) of said global gain block (20), each filter having a predefined fixed frequency (Fr) and a variable gain (g) according to the rpm and torque values detected by said CAN interface (5). 15
    [0007]
    7 - System (100) according to claim 5 or claim 6, characterized in that: - said CAN interface (5) is configured to detect, from said CAN bus (203), a vehicle attitude value defined by the driver among at least two possible vehicle attitude values, preferably four RDNA vehicle attitudes (race, dynamic, natural, any meteorological condition), and - said overall gain block (20) contains a number of 3D lookup tables equal to the number of vehicle attitudes that can be defined by the driver, each 3D lookup table having RPM values as X-axis, torque values as Y-axis, and gain values global as Z axis.
    [0008]
    8 - System (100) according to any one of claims 1 to 7, characterized in that said signal processor (2) comprises a mixer (15) for mixing said electrical signal (A) detected by said vibration sensor (1) with an audio signal (D) from a multi-channel audio power amplifier (4 ') placed in the vehicle.
    [0009]
    9 - System (100) according to claim 8, characterized in that said signal processor (2) comprises a gain adjusting block (14) connected to said mixer (15) to define a gain of said audio signal (D) from the multi-channel audio power amplifier (4 ') so as not to alter the acoustics of the vehicle audio system due to the engine noise enhancement system (100).
    [0010]
    10 - System (100) according to any one of claims 1 to 9, characterized in that: - said vehicle (200) comprises an audio system having a multi-channel power amplifier (4 ') connected to a plurality of loudspeakers disposed in the vehicle cockpit, and - said speaker (3) emitting the engine noise enhancement is the center speaker of said vehicle audio system. 20
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    优先权:
    申请号 | 申请日 | 专利标题
    ITAN20150004|2015-01-13|
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