DE102013104307A1 - System for influencing exhaust noise and / or intake noise and / or engine noise - Google Patents

Abstract

A system (7) for influencing exhaust noise and / or intake noise and / or engine noise of a vehicle has a controller (9) and at least one speaker (2), which speaker (2) for receiving control signals to the controller (9) is. In this case, the at least one loudspeaker (2) is designed as a function of a control signal received by the control (9) for generating a sound in an associated sound generator (3). The controller (9) comprises at least one microprocessor (91, 91 '), at least one digital-to-analog converter (92), at least one amplifier (93) and an up-converter (97). The at least one microprocessor (91, 91 ') is designed to generate a digital control signal which is suitable for extinguishing sound in the interior of an exhaust system (4) and / or intake system (12) of the vehicle at least partially and preferably completely in magnitude and phase and / or to generate noise and in particular engine noise inside an engine compartment. The at least one digital / analog converter (92) is connected to the at least one ...

Description

The invention relates to a system for influencing sound waves conducted in exhaust systems of vehicles powered by an internal combustion engine (exhaust noise) and / or for influencing engine noise generated in the engine compartment of a vehicle by the engine and / or for influencing sound waves (intake noise) conducted in intake systems of internal combustion engines.

Regardless of the design of an internal combustion engine (for example reciprocating engine, rotary piston engine or free-piston engine) noises are generated as a result of the successive operating cycles (in particular suction and compression of a fuel-air mixture, working and expelling the combusted fuel-air mixture). These go through as a structure-borne noise the internal combustion engine and are radiated outside the internal combustion engine as airborne sound. On the other hand, the noise as airborne sound, together with the combusted fuel-air mixture, pass through an exhaust system in fluid communication with the internal combustion engine.

These sounds are often perceived as detrimental. On the one hand, there are legal requirements for noise protection that manufacturers of combustion engine-powered vehicles must comply with. These legal requirements usually specify a maximum permissible sound pressure during operation of the vehicle. On the other hand, manufacturers are trying to impose a characteristic noise development on the combustion engine-driven vehicles they produce, which matches the image of the respective manufacturer and should appeal to the customers. This characteristic noise development is often no longer ensured naturally in modern engines with low displacement.

The noise passing through the internal combustion engine as structure-borne sound can be well insulated and therefore usually pose no problem in terms of noise protection. Due to the increasing use of internal combustion engines with small displacement or even electric motors, however, the problem arises that the noise of the engine for a User is often not appealing and / or does not fit the image of a manufacturer of the vehicle.

With electric motors, there is also the problem that pedestrians frequently fail to perceive electric vehicles because of the almost complete absence of engine noise or too late. To solve this problem, it is proposed to arrange a loudspeaker in the engine compartment of a vehicle, and thus to set or generate the desired engine noise.

The an exhaust system of the internal combustion engine together with the combusted fuel-air mixture as airborne noise passing through are arranged in front of the mouth of the exhaust system arranged muffler, which are possibly downstream of existing catalysts. Such silencers can work, for example, according to the absorption and / or reflection principle. Both modes of operation have the disadvantage that they require a comparatively large volume and set a relatively high resistance to the burned fuel-air mixture, whereby the overall efficiency of the vehicle decreases and fuel consumption increases.

As an alternative or to supplement silencers so-called anti-noise systems have been developed for some time, which superimpose the generated by the internal combustion engine and conducted in the exhaust system airborne sound electro-acoustically generated anti-sound. Such systems are for example from the documents US 4,177,874 . US 5,229,556 . US 5,233,137 . US 5,343,533 . US 5,336,856 . US 5,432,857 . US 5,600,106 . US 5,619,020 . EP 0 373 188 . EP 0 674 097 . EP 0 755 045 . EP 0 916 817 . EP 1 055 804 . EP 1 627 996 . DE 197 51 596 . DE 10 2006 042 224 . DE 10 2008 018 085 and DE 10 2009 031 848 known.

Such antisound systems typically employ a so-called filtered-mean-time squares (FxLMS) algorithm which attempts to zero out an error signal measured by an error microphone by outputting sound through at least one speaker in fluid communication with the exhaust system (in the case of sound cancellation). or to control a predetermined threshold (in the case of sound interference). To achieve complete destructive interference of the sound waves of the airborne sound carried in the exhaust system and the anti-sounding generated by the loudspeaker, the sound waves originating from the loudspeaker must correspond in amplitude and frequency to the sound waves carried in the exhaust system, but have a phase shift of 180 degrees relative thereto , Although the sound waves of the airborne sound carried in the exhaust system and the sound waves of the anti-sounding generated by the loudspeaker are in frequency, and they have a phase shift of 180 degrees relative to one another, the sound waves do not correspond in amplitude but only to a weakening of the guided in the exhaust system sound waves of airborne sound. For each frequency band of the airborne sound carried in the exhaust pipe, the anti-noise is determined by means of the FxLMS algorithm is calculated separately by determining a suitable frequency and phase angle of two mutually shifted by 90 degrees sinusoids, and the required amplitudes for these sinusoids are calculated. The aim of anti-sound systems is that the sound cancellation or sound is audible and measurable at least outside, but possibly also within the exhaust system. The term anti-noise is used in this document to distinguish the airborne sound carried in the exhaust system. By itself, Anti-Schall is ordinary airborne sound. It is emphasized that the present document is not limited to the use of a FxLMS algorithm.

Also in the intake of internal combustion engines sound waves occur that can be distracting. These sound waves are caused by both turbulence in the air flow and by the internal combustion engine itself. The intake system, which is also referred to as intake, comprises all combustion air-carrying components of an internal combustion engine, which are located in front of the combustion chamber or the combustion chamber.

In prior art systems for influencing exhaust noise and / or Ansauggeräuschen and / or engine noise, it is disadvantageous that the reliability of the sound cancellation or sound interference is insufficient, and the existing systems have insufficient efficiency.

It is therefore an object of the present invention to provide a system for influencing exhaust noise and / or Ansauggeräuschen and / or engine noise, which has an improved reliability of sound generation and at the same time higher efficiency through lower losses.

The above object is achieved by the combination of the features of the independent claims. Preferred developments can be found in the subclaims.

Embodiments of a system for influencing exhaust noise and / or intake noise and / or engine noise of vehicles and in particular combustion engine powered vehicles have a controller and in particular an anti-noise control and at least one loudspeaker, which loudspeaker for receiving control signals is connected to the controller. This connection can be made, for example, electrically or optically.

In this case, the at least one loudspeaker is designed as a function of a control signal received by the controller for generating a sound and in particular anti-sounding in an associated sound generator. The sound generator protects the loudspeaker from dirt and / or weathering and / or thermal stress.

The sound generator may be configured to be disposed in an engine compartment of a vehicle. A direct arrangement of the speaker without sound generator in the engine compartment or in the exhaust system is alternatively possible.

Alternatively or additionally, the sound generator can be designed to be brought into fluid connection with the exhaust system. Thus, an exchange of located in an interior of the sound generator and an interior of the exhaust system fluid (liquid or gas) is possible. It is not necessary that an exchange of the entire fluid located in the sound generator with the interior of the exhaust system is possible. Rather, the interior of the sound generator, for example, be divided by a membrane of the speaker in two parts. The indirect integration of the loudspeaker into the exhaust system via a sound generator reduces the mechanical and thermal load of the loudspeaker by exhaust gas flowing in the exhaust system.

Alternatively or additionally, the sound generator can be designed to be brought into fluid connection with the intake system.

The controller comprises at least one microprocessor, at least one digital-to-analog converter, at least one amplifier and an up-converter. The amplifier may in particular be an analogue amplifier and more particularly an audio amplifier.

The at least one microprocessor is designed to generate a digital control signal which is suitable for extinguishing sound in the interior of the exhaust system at least partially and preferably completely in magnitude and phase when the at least one loudspeaker is in fluid communication with the exhaust system or intake system and operated based on this digital control signal. Alternatively or additionally, the microprocessor is configured to generate a digital control signal suitable for generating noise and, in particular, engine noise within an engine compartment when the at least one loudspeaker is disposed in the engine compartment and operated based on that digital control signal.

The at least one microprocessor may each be a single component, or be integrated into another control unit of the vehicle and in particular an engine control for the internal combustion engine of the vehicle.

The at least one digital-to-analog converter is electrically connected to the at least one microprocessor and configured to convert the digital control signal output by the at least one microprocessor into an analog control signal. This connection can be made, for example, electrically or optically. The at least one digital / analog converter can each be a single component, or integrated into the at least one microprocessor.

The at least one amplifier is electrically connected to the at least one digital to analog converter and configured to amplify the analog control signal output from the at least one digital to analog converter so that the at least one loudspeaker can be operated with the amplified analog control signal. In particular, the amplifier may be a class AB amplifier, full bridge amplifier, class D amplifier or class G / H amplifier. Full bridge amplifiers and class AB, G / H amplifiers are characterized by high electromagnetic compatibility, class D amplifiers by their high efficiency.

The boost regulator is connectable to a vehicle battery of the vehicle and configured to raise a battery voltage supplied from the vehicle battery to a constant value and to output it as a supply voltage to the at least one amplifier. For this purpose, the boost regulator is electrically connected to the at least one amplifier. Generally, according to the present invention, a boost regulator is understood to mean a DC-DC converter also known as boost converter, or English boost converter or step-up converter, in which the magnitude of the output voltage is always greater than or equal to the magnitude of the input voltage. In this case, a "constant value" of the voltage output by the boost regulator means a voltage whose value varies by at most 5% and in particular at most 3% of the value specified for the voltage.

The use of the boost converter ensures that a constant supply voltage is always made available to the at least one amplifier, thus causing a decoupling from the voltage of the vehicle battery, which usually varies in the range between 9 V and 16 V. As a result, the at least one speaker of the system can be reliably operated with an optimum control signal. This increased reliability, even with fluctuating voltage of the vehicle battery is particularly important when the system is used to comply with legal requirements regarding the sound level of the exhaust system passing through the airborne sound system.

Further, the use of the boost converter allows the use of amplifiers in which the supply voltage is higher than the voltage of the vehicle battery. Such amplifiers allow the voltage level of the amplified analog control signal to be increased compared to amplifiers operated with the voltage of the vehicle battery. As a result, higher input impedance loudspeakers may be used and, with equal power, due to the higher voltage and lower currents of the amplified analog control signal, the resistive conduction losses on the line between the at least one amplifier and the at least one loudspeaker are lower. The lower currents also increase the electromagnetic compatibility. In addition, such amplifiers allow an increase in the ratio of peak to effective value of the amplified analog control signal and thus the crest factor, since power reserves can be formed.

According to one embodiment, the boost regulator is configured to boost the battery voltage supplied by the vehicle battery to a predeterminable constant value between 12 V and 48 V and in particular to 12 V or 16 V or 24 V or 32 V or 36 V or 42 V or 48 V, and output as a supply voltage to the at least one amplifier. This is well above the voltage level of the supply voltage of amplifiers of conventional systems, and in particular conventional anti-noise systems. Due to the higher voltage level, higher loudspeaker impedances can be used for the same power requirement, which leads to lower supply currents. As a result, the line losses are reduced or smaller cable cross-sections can be used, which reduces system costs. Overall, this increases the efficiency of the system. In addition, the electromagnetic compatibility increases.

According to one embodiment, the controller is an antisound controller connectable to an engine controller of an engine and, in particular, an internal combustion engine of the vehicle. Further, the at least one microprocessor of the controller is adapted to generate the digital control signal in response to signals received from the engine controller. In this way, operating conditions of the engine in the Calculation of the digital control signal to be considered by the microprocessor.

According to one embodiment, the system is an anti-noise system and further comprises an error microphone, which is connected to the controller and can be arranged at a location of the exhaust system relative to the exhaust gas flow in the region of the fluid connection between the sound generator and the exhaust system. In this context, "location in the area of the fluid connection between the sound generator and the exhaust system" means that the point at which the fluid connection takes place and the sound is at least partially extinguished by the error microphone with respect to the exhaust gas flow upstream by no more than ten times and in particular not more than fivefold, and more particularly not more than twice the maximum diameter of the exhaust system at the location where the sound is measured by the error microphone is spaced along the exhaust gas flow. The error microphone is designed to measure sound inside the exhaust system and output a corresponding measurement signal to the controller. The at least one microprocessor of the controller is configured to extinguish signals received from the error microphone by outputting the control signal to the at least one loudspeaker at least partially and preferably completely in magnitude and phase. It is emphasized, however, that the present invention is not limited to antisound systems.

According to one embodiment, the system is an anti-noise system and further comprises an error microphone, which is connected to the controller and can be arranged at a location of the intake system relative to the intake flow in the region of the fluid connection between the sound generator and the intake system. In this context, "location of the intake system located in the area of the fluid connection between the sound generator and the intake system" means that the location at which the fluid connection takes place and the sound is at least partially extinguished does not exceed the error microphone downstream of the error microphone with respect to the flow of the intake air ten times, and in particular no more than fivefold, and more particularly not more than twice the maximum diameter of the intake system at the location where the error microphone is located and the sound is measured, spaced along the flow of the intake air. The error microphone is designed to measure sound inside the intake system and to output a corresponding measurement signal to the control. The at least one microprocessor of the controller is configured to extinguish signals received from the error microphone by outputting the control signal to the at least one loudspeaker at least partially and preferably completely in magnitude and phase. It is emphasized, however, that the present invention is not limited to antisound systems.

The terms "upstream" and "downstream" are to be understood as follows: a first portion of a flow path is located upstream of a second portion of the same flow path spaced from the first portion, when a medium flowing along the flow path in a constant direction is first at the first Section and only then passed the second section. The second portion is then simultaneously disposed downstream of the first portion with respect to the same medium flowing along the flow path in a constant direction.

According to one embodiment, the at least one digital / analog converter is integrated into the at least one microprocessor and possibly also into an engine control of the vehicle. As a result, the number of components is kept low.

According to one embodiment, a filter and in particular a voltage smoother is arranged between the vehicle battery and the boost regulator. This can reduce interference.

According to one embodiment, the at least one loudspeaker has an input impedance of between 2 Ω and 12 Ω and in particular of between 3 Ω and 4 Ω. This input impedance is well above the input impedance of the loudspeakers of conventional systems, and in particular conventional anti-noise systems.

According to one embodiment, the amplifier is a class D amplifier and an LC low-pass filter is arranged between the at least one amplifier and the at least one loudspeaker. According to one embodiment, a module for increasing the electromagnetic compatibility is further arranged between the at least one amplifier and the at least one loudspeaker.

Embodiments of a motor vehicle include an internal combustion engine with an engine controller, an intake system and an exhaust system, each of which is in fluid communication with the internal combustion engine, a vehicle battery and the system described above. In this case, the at least one sound generator of the system is in fluid connection with at least one of the intake system or exhaust system. Further, the control of the system is an anti-noise control, which is in particular electrically connected to the engine control of the internal combustion engine of the vehicle.

According to one embodiment, the anti-ballast control has an error microphone, which is arranged at a location of the intake system in relation to the flow of the intake air in the region of the fluid connection between the sound generator and the intake system and connected to the intake system. Alternatively or additionally, the error microphone is arranged at a location of the exhaust system with respect to the flow of the exhaust gas in the region of the fluid connection between the sound generator and the exhaust gas flow in the region of the fluid connection between the sound generator and the exhaust system and is connected to the exhaust system. Furthermore, the anti-ballast control is in particular electrically connected to the error microphone.

Alternative embodiments of a motor vehicle have a drive motor arranged in an engine compartment with an engine control, a vehicle battery and the system described above. The drive motor may in particular be an internal combustion engine or an electric motor. In this case, the at least one sound generator of the system is in fluid communication with the engine compartment or the at least one sound generator is arranged in the engine compartment. Further, the control of the system with the engine control of the drive motor of the vehicle is in particular electrically connected.

In this context, it is pointed out that in this document, unless explicitly stated otherwise, the term "control" is used synonymously with the term "rules" throughout and deviating from the German usage. This also applies to all grammatical modifications of both terms. In this document, therefore, the term "control" may also include a feedback of a controlled variable or its measured value, as the term "control" may refer to a simple timing chain.

It should also be understood that the terms used in this specification and the claims for listing features include "comprise," "comprise," "include," "contain," and "with," as well as their grammatical modifications, generally as a non-exhaustive list of features , such as Process steps, facilities, areas, sizes and the like, and in no way preclude the presence of other or additional features or groupings of other or additional features.

Further features of the invention will become apparent from the following description of exemplary embodiments in conjunction with the claims and the figures. In the figures, the same or similar elements are denoted by the same or similar reference numerals. It should be understood that the invention is not limited to the embodiments of the described embodiments, but is determined by the scope of the appended claims. In particular, the individual features in embodiments according to the invention can be realized in a different number and combination than in the examples given below. In the following explanation of some embodiments of the invention reference is made to the accompanying figures, of which

1 schematically shows a perspective view of an anti-noise system for an exhaust system,

2 schematically shows a block diagram of an anti-noise system in cooperation with an intake system and an exhaust system of an internal combustion engine, wherein for the exhaust system, the anti-noise system 1 can be used,

3 schematically shows a block diagram of a control of a system according to an embodiment of the invention, as in the anti-ballast system of 1 and 2 can be used;

4 schematically shows a block diagram of a control of a system according to an alternative embodiment of the invention using the example of a system for influencing an engine noise in an engine compartment; and

5 schematically shows a motor vehicle, in which the system according to the invention is integrated.

A system 7 According to one embodiment of the invention is described below with reference to the 1 . 2 and 3 described using the example of an anti-noise system.

The anti-sound system 7 has a sound generator 3 in the form of a soundproof housing, which has a loudspeaker 2 contains and in the area of a tailpipe 1 to an exhaust system 4 is connected.

The tailpipe 1 has a mouth 8th on to the exhaust system 4 discharged exhaust gas to the outside.

At the tailpipe 1 is an error microphone 5 provided in the form of a pressure sensor. The error microphone 5 Measures pressure fluctuations and thus sound inside the tailpipe 1 in a section downstream of an area where the fluid connection between exhaust system 4 and sound generators 3 provided.

It is emphasized, however, that the present invention is not limited to such an arrangement of the error microphone. Generally, it is sufficient if the error microphone from the fluid connection between the sound generator and the exhaust system with respect to the exhaust flow downstream by no more than ten times, and in particular by not more than five times, and more particularly by not more than twice the maximum diameter of the exhaust system at this fluid connection is spaced along the exhaust gas flow. Next it is emphasized that the error microphone 5 only optional. Thus, the error microphone is not required if sound is to be generated or influenced inside the engine compartment.

An in the 1 shown sound generator 3 comparable sound generator 3a with a speaker 2a is with an intake system 12 connected. Upstream of the intake air is in the intake system 12 an error microphone 5a arranged.

The flow directions of the intake air and the exhaust gas are in 2 indicated by arrows.

The speaker 2 . 2a and the error microphones 5 . 5a are electric with an (anti-ball) control 9 connected. Next is the controller 9 via a CAN bus with a motor control 11 an internal combustion engine 6 Connected, and is powered by a vehicle battery 10 supplied with between 9 V and 16 V fluctuating DC voltage. It is emphasized that instead of the CAN bus, another vehicle bus, in particular a LIN bus, MOST bus or Flexray bus can be used.

The exhaust system 4 can continue at least one between the engine 6 and the tail 1 arranged catalyst (not shown) for cleaning the of the internal combustion engine 6 emitted and in the exhaust system 4 have guided exhaust gas.

The general operation of the above system 7 is as follows:
On the basis of the error microphones 5 . 5a each measured sound and received from the CAN bus operating parameters of the internal combustion engine 6 calculates a in 3 shown microprocessor 91 . 91 ' the anti-noise control 9 using a Filtered-x Least Mean Square (FxLMS) algorithm for each speaker 2 . 2a a digital control signal, which is a substantial extinction of the inside of the intake system 12 or exhaust system guided sound by applying anti-noise allowed, and gives this to the respective speaker 2 . 2a out.

In the 3 For example, a first embodiment of (antisound) control is shown in the antisound systems disclosed in U.S. Patent Nos. 5,316,355 and 5,429,644 1 and 2 are shown used. In the 3 For the sake of clarity, only the part is shown which corresponds to the loudspeaker associated with the exhaust system 2 concerns.

According to the in 3 shown first embodiment, the controller 9 next to the microprocessor 91 a digital / analog converter 92 on top of that with the microprocessor 91 is connected and that of the microprocessor 91 output digital control signal to an analog control signal and to a Class A amplifier 93 outputs. The Class A amplifier 93 lifts this from the digital / analogue converter 92 received analog control signal to a level indicating an operation of the speaker 2 allows, and gives the amplified analog control signal to the speaker 2 out. It is emphasized that the use of the filter 94 between the class A amplifier 93 and the speaker 2 only optional. Further, other types of analog amplifiers and in particular audio amplifiers may be used.

The supply voltage V _{B of} the Class A amplifier 93 This is from a boost regulator 97 provided by a filter 96 from a vehicle battery 10 supplied with battery _voltage V _BATT . In the present embodiment, the up-converter is set 97 the supplied battery _voltage V _BATT , which varies between 9 V and 16 V, in independent of this fluctuating input voltage supply voltage V _B for the class A amplifier 93 of constant 24V around. In the episode is also that of the class A amplifier 93 to the speaker 2 outputted amplified analog control signal regardless of its level of the fluctuating battery voltage. This is important when, in the illustrated use of the controller in an anti-noise system, a sound level from that of the exhaust system 4 due to legal regulations may not be exceeded in any operating condition.

Next is the class A amplifier 93 due to its opposite the battery _voltage V _BATT increased supply voltage V _B able to the speaker 2 to output an amplified analog control signal with increased voltage level compared to conventional controls. On the one hand, this allows the use of a high-impedance loudspeaker 2 With respect to conventional anti-sound systems increased input impedance, on the other hand are due to the higher voltage levels conduction losses in the supply to the speaker 2 reduced. In addition, the associated lower currents lead on the leads to the speaker 2 to lower electromagnetic interference, so that the electromagnetic compatibility (EMC) of the anti-sound system 7 Overall is improved. Finally, the supply voltage V _{B of} the class A amplifier, which is higher than that of conventional antisound controllers, allows it 93 the realization of a higher crest factor, and thus the realization of a larger ratio of peak to rms of the to the speaker 2 output amplified analog control signal. The reason for this is due to the higher operating voltage feasible power reserves.

In the 4 shown second embodiment is the above with reference to 3 described first very similar, so that in the following only discussed differences and otherwise referred to the first embodiment.

Unlike the above first embodiment, the control becomes 9 ' according to the in 4 shown second embodiment not used in an anti-noise system, but for generating sound by means of an associated with the control, in the engine compartment 6 ' a vehicle arranged speaker.

The second embodiment further differs from the first embodiment in that the microprocessor 91 ' has an integrated digital / analog converter, allowing a separate digital / analog converter between microprocessor 91 ' and the amplifier 93 ' can be waived. In addition, the amplifier is a class D amplifier 93 ' used.

Further, according to the second embodiment, the up-converter 97 directly with the vehicle battery 10 connected so that between vehicle battery and boost regulator 97 no filter is provided.

Further, according to the second embodiment, at the output of the class D amplifier 93 ' an LC low pass 94 arranged in which LC low pass 94 a module for improving electromagnetic compatibility is integrated.

Finally, according to the second embodiment, two are in the engine compartment 6 ' the vehicle arranged speakers 2 ' . 2 '' provided which via the LC low pass 94 from the class D amplifier 93 ' be supplied with the amplified analog control signal. Accordingly, the microprocessor 91 ' configured to generate a digital control signal which is suitable, inside an engine compartment 6 ' to generate a motor sound when the two speakers 2 ' . 2 '' be operated with the control signal.

In the 5 is schematically a motor vehicle with an engine compartment 6 ' , which is the internal combustion engine 6 absorbs, an exhaust system 4 and the control described above 9 . 9 ' shown. The sound generator and the system loudspeaker are in 5 not shown separately. When the vehicle is over one from the engine compartment 6 ' accommodated electric motor can, on the exhaust system 4 be waived.

In the figures, only those elements, components and functions are shown in the interest of clarity, which are conducive to an understanding of the present invention. However, embodiments of the invention are not limited to the illustrated elements, components, and functions, but include other elements, components, and functions as required for their use or functionality.

Although the invention has been described above with reference to a maximum of two loudspeakers and corresponding to a maximum of two exhaust systems, the present invention is not limited thereto. Rather, the invention can be extended to any number of speakers and exhaust systems. Although the present invention has been described in terms of antisound systems associated with both the exhaust system and the intake system, the present invention is not limited thereto. So can be dispensed with one of these anti-sound systems or both.

Although the first embodiment of the controller has been described above in connection with an antisound system and the second embodiment has been described in connection with a system for generating engine noise in an engine compartment, the invention is not limited thereto. For example, the control of the second embodiment in an antisound system and the control of the first embodiment may be used in a system for generating engine noise in an engine compartment. Furthermore, at least one antisound system and a system for generating engine noise in an engine compartment can be provided simultaneously.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

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Claims (11)

System ( 7 ) for influencing exhaust noise and / or intake noise and / or engine noise of a vehicle, comprising: a controller ( 9 ); and at least one speaker ( 2 ), which is used to receive control signals with the controller ( 9 ), wherein the at least one loudspeaker ( 2 ) depending on one of the controller ( 9 ) received to generate a sound in an associated sound generator ( 3 ) is trained; where the controller ( 9 ): at least one microprocessor ( 91 ; 91 ' ), which is designed to generate a digital control signal which is suitable for sound inside an intake system ( 12 ) and / or exhaust system ( 4 ) of the vehicle at least partially and preferably completely extinguished in magnitude and phase, and / or which digital control signal is adapted to generate noise inside the engine compartment and in particular engine noise; at least one digital / analog converter ( 92 ), which with the at least one microprocessor ( 91 ; 91 ' ) is connected and formed by the at least one microprocessor ( 91 ; 91 ' ) converted digital control signal into an analog control signal; at least one amplifier ( 93 ), which is connected to the at least one digital / analog converter ( 92 ) connected and formed by the at least one digital / analog converter ( 92 ) to amplify output analog control signal; and a boost regulator ( 97 ), which with a vehicle battery ( 10 ) of the vehicle is connectable and adapted, one of the vehicle battery ( 10 ) supplied battery _voltage (V _BATT ) to a constant value and as a supply voltage (V _B ) to the at least one amplifier ( 93 ). System ( 7 ) according to claim 1, wherein the up-converter ( 97 ) formed by the vehicle battery ( 10 ) supplied battery _voltage (V _BATT ) to a predetermined constant value between 12 V and 48 V and in particular to 12 V or 16 V or 24 V or 32 V or 36 V or 42 V or 48 V increase, and as supply voltage (V _B ) to the at least one amplifier ( 93 ). System ( 7 ) according to one of claims 1 or 2, wherein the controller ( 9 ) with a motor control ( 11 ) of a drive motor ( 6 ) of the vehicle is connectable; and wherein the at least one microprocessor ( 91 ; 91 ' ) of the controller ( 9 ) is adapted to generate the digital control signal in response to signals from the engine controller ( 11 ) are received. System ( 7 ) according to one of claims 1 to 3, wherein the sound generator ( 3 ) with the intake system ( 12 ) and / or exhaust system ( 4 ) can be brought into fluid connection; and the system continues to use an error microphone ( 5 ), which is connected to the controller ( 9 ) and at one with respect to the flow of the sucked air in the region of the fluid connection between sound generator ( 3 ) and intake system ( 12 ) location of the intake system ( 12 ) can be arranged; and / or the system continues an error microphone ( 5 ), which is connected to the controller ( 9 ) and at one with respect to the exhaust gas flow in the region of the fluid connection between sound generator ( 3 ) and exhaust system ( 4 ) location of the exhaust system ( 4 ) can be arranged; where the error microphone ( 5 ) is formed, sound inside the intake system ( 12 ) and / or exhaust system ( 4 ) and send a corresponding measurement signal to the controller ( 9 ), and wherein the at least one microprocessor ( 91 ; 91 ' ) of the controller ( 9 ) is formed by the error microphone ( 5 ) received by outputting the control signal to the at least one speaker ( 2 ) at least partially and preferably completely extinguished in amount and phase. System ( 7 ) according to one of claims 1 to 4, wherein the at least one digital / analog converter ( 92 ) in the at least one microprocessor ( 91 ' ) is integrated. System ( 7 ) according to one of claims 1 to 5, wherein between the vehicle battery ( 10 ) and the boost controller ( 97 ) a filter ( 96 ) And in particular a voltage smoother is arranged. System ( 7 ) according to one of claims 1 to 6, wherein the at least one loudspeaker ( 2 ) has an input impedance of between 2 Ω and 12 Ω, and more preferably between 3 Ω and 4 Ω. System ( 7 ) according to one of claims 1 to 7, wherein the at least one amplifier ( 93 ) is a class D amplifier; and wherein between the at least one amplifier ( 93 ) and the at least one loudspeaker ( 2 ) an LC low pass ( 94 ) is arranged. Motor vehicle ( 12 ) comprising: an internal combustion engine ( 6 ) with a motor control ( 11 ); an intake system ( 12 ) with the internal combustion engine ( 6 ) is in fluid communication; an exhaust system ( 4 ) with the internal combustion engine ( 6 ) is in fluid communication; a vehicle battery ( 10 ); and a system ( 7 ) according to one of claims 1 to 8, wherein the at least one sound generator ( 3 ) of the system ( 7 ) with the intake system ( 12 ) and / or exhaust system ( 4 ) is in fluid connection; and where the controller ( 9 ) of the system ( 7 ) with the engine control ( 11 ) of the internal combustion engine ( 6 ) of the vehicle is connected. Motor vehicle ( 12 ) according to claim 9, wherein the controller ( 9 ) an error microphone ( 5 ), which at one with respect to the flow of the sucked air in the region of the fluid connection between sound generator ( 3 ) and intake system ( 12 ) location of the intake system ( 12 ) and with the intake system ( 12 ) connected is; and / or wherein the controller ( 9 ) an error microphone ( 5 ), which at one with respect to the exhaust gas flow in the region of the fluid connection between sound generator ( 3 ) and exhaust system ( 4 ) location of the exhaust system ( 4 ) and with the exhaust system ( 4 ) connected is; and where the controller ( 9 ) with the error microphone ( 5 ) connected is. Motor vehicle ( 12 ) comprising: a drive motor arranged in an engine compartment ( 6 ) with a motor control ( 11 ); a vehicle battery ( 10 ); and a system ( 7 ) according to one of claims 1 to 8, wherein the at least one sound generator ( 3 ) of the system ( 7 ) is in fluid communication with the engine compartment or is arranged in the engine compartment; and where the controller ( 9 ) of the anti-sound system ( 7 ) with the engine control ( 11 ) of the drive motor ( 6 ) of the vehicle is connected.

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