There has been much recent research on the control of complex sound fields in enclosed vibrating structures via active control techniques. Active Structural Acoustic Control (ASAC) has shown much promise for reducing interior cabin noise in aircraft by applying control forces directly to the fuselage structure. Optimal positioning of force actuators for ASAC presents a challenging problem however, because a detailed knowledge of the structural-acoustic coupling in the fuselage is required. This work is concerned with the development of a novel experimental technique for examining the forced harmonic vibrations of an aircraft fuselage and isolating the acoustically well-coupled motions that cause significant interior noise. The developed system identification technique is itself based upon an active control system, which is used to approximate the disturbance noise field in the cabin and apply an inverse excitation to the fuselage structure. The resulting shell vibrations are recorded and used to optimally locate piezoelectric (PZT) actuators on the fuselage for ASAC testing. Experiments for this project made use of a Cessna Citation III aircraft fuselage test rig. Tests were performed at three harmonic disturbance frequencies, including an acoustic resonance, an off-resonance, and a structural resonance case. In all cases, the new system identification technique successfully isolated a simplified, low-magnitude vibration pattern from the total structural response caused by a force disturbance applied at the fuselage's rear engine mount. These measured well-coupled vibration components were used for positioning candidate piezoelectric actuators on the fuselage shell. A genetic algorithm search provided an optimal subset of actuators for use in an ASAC system. ASAC tests confirmed the importance of actuator location, as the optimal sets outperformed alternate groupings in all test cases. In addition, significant global control was achieved, with sound level reductions observed throughout the passenger cabin with virtually no control spillover. / Master of Science

Modem jet aircraft interior noise can be categorized into two main types: tonal noise caused by engine imbalance or blade passage, and mid frequency broadband noise resulting from turbulent flow. This project addresses aircraft interior flow noise caused by a flow separation over the crown of the aircraft. The noise control approach is to mount piezoelectric actuators to the aircraft interior cockpit crown trim panel and use them to actively control aircraft interior noise with feed-forward adaptive LMS control algorithms. The experiments were performed on a Cessna Citation III fuselage with the production crown interior trim panel in place. Flow noise was simulated by three speakers mounted above the crown of the aircraft producing random noise with a frequency range of 500-1000 Hz. Several piezoelectric (PZT) actuators were mounted on the interior crown trim panel as control outputs. Sixteen microphones served as error/global attenuation sensors. Microphones and PZTs were selected from off-line optimizations. The control reference signal was obtained from either an accelerometer mounted on the skin of the aircraft or from the signal generator itself. Control was executed on a personal computer digital signal processing. Single frequency control experiments were performed to judge the feasibility of control. The main broadband tests were performed with a variety of controller configurations. The results using the active panel are compared with more traditional acoustic control utilizing speakers as control actuators instead of PZT's. The project concludes that a 2 dB reduction over the frequency range is obtainable at the pilot's ears in a 2I20 configuration with an accelerometer reference signal. Acausality and slow controller speeds were found to be the main causes which limit further reduction. / Master of Science

A general procedure for the optimization of control actuator forces and locations to minimize the total radiated sound power from complex structures has been developed. This optimization procedure interfaces finite and boundary element models with non-linear optimization techniques. The optimization procedure was used to perform parametric studies of Active Structural Acoustic Control (ASAC) on a simply supported plate with various discontinuities such as point mass, line mass, and spring mass systems. These system models were harmonically excited by an off resonance point force of 550 Hz and controlled by piezoceramic actuators. Although the excitation frequency is the same for each of the cases studied, the eigenproperties change with alteration of the physical parameters of the system. Therefore the excitation frequency for each case is effectively different, as is its response. This optimization procedure was very effective in reducing the total radiated sound power from these complex structures. The addition of a second optimized actuator resulted in additional attenuation of varying extent, highly dependent on the discontinuity. The locations of the optimized actuators were also found to be very sensitive to the discontinuity. It was also observed that the optimal location of a single actuator changed very little with the addition of a second actuator. The accuracy of this sophisticated model was verified by comparing solutions from modal based analytical and assumed mode models for simple and complex structures. Some unique aspects of this procedure are that it requires a single implementation of the finite and boundary element solution, and that the finite element forced response solution is not required. Therefore, this ASAC actuator optimization procedure shows potential for application to any structure that can be accurately modeled with finite element software. / Master of Science

L'utilisation de plus en plus fréquente de matériau composite, qui combine une raideur importante pour une faible masse, afin d'alléger les structures aéronautiques entraîne la dégradation des performances d'isolation acoustique aux bruits extérieurs. La plupart du temps, ces nuisances sonores sont réduites par l'installation de matériaux isolants. Ces méthodes, dites passives, deviennent inefficaces aux basses fréquences et il est possible de mettre en place un contrôle actif au moyen de transducteurs électromécaniques. Dans le but de réduire la puissance acoustique transmise à travers la double paroi aéronautique dans la cabine, des unités de contrôle composées d'un actionneur et d'un capteur colocalisé dual sont réparties sur le panneau intérieur afin d'en modifier la vibration. Cette stratégie de contrôle actif vibroacoustique permet, pour des perturbations primaires harmoniques, d'imposer localement une impédance mécanique virtuelle à la structure, au moyen d'un contrôleur décentralisé. Cependant, sans communication entre les unités, le contrôle peut difficilement minimiser un critère global comme la puissance acoustique rayonnée. Afin de calculer les impédances mécaniques virtuelles qui garantissent la minimisation de la puissance acoustique rayonnée par la structure, une approche en deux étapes est considérée : (1) la matrice diagonale des impédances mécaniques virtuelles optimales est calculée à partir de mesures acoustiques ou vibratoires de la perturbation primaire et des transferts avec les actionneurs secondaires, (2) l'objectif exprimé en terme d'impédances mécaniques virtuelles est atteint grâce à un contrôle en temps réel. Une attention particulière est portée à la comparaison de cette approche avec une stratégie classique d'amortissement actif réalisée par un contrôle par rétroaction sur la vitesse de la structure, où l'impédance mécanique virtuelle alors imposée est un réel positif. Le calcul optimal réalisé à l'issue de la première étape se faisant pour une perturbation primaire donnée, la robustesse de la méthode aux variations de la perturbation primaire est un aspect également développé dans cette étude. Des résultats théoriques et expérimentaux sont comparés dans le cas académique d'une plaque mince d'aluminium simplement appuyée et soumise à une onde plane incidente. Enfin, la méthode est appliquée au panneau intérieur d'une double paroi aéronautique, à savoir une structure courbée, en matériau composite, et composée d'un hublot. Contrairement à la majorité des études qui considèrent l'implantation d'impédances virtuelles dissipatives, il apparaît que dans certains cas, le contrôle optimal requiert l'injection d'énergie des unités à la structure. / Composite materials are widely used in the aeronautic industry for their low mass/stiffness ratio. However, this property tends to reduce the acoustic transmission loss, particularly at low frequencies. At these frequencies, active control is an effective mean of controlling sound transmission. Among the various approaches, Active Structural Acoustic Control (ASAC) has received considerable attention because transducers can be integrated to the structure. In order to reduce the acoustic power radiated by a flexible panel, dual colocated actuator sensor pairs are used to modify its vibration. The control strategy implemented for harmonic disturbances leads to locally impose a virtual mechanical impedance to the structure, using a decentralized controller. This virtual mechanical impedance is computed in order to minimise the radiated acoustic power. The challenging problem is then to find the local control to impose on each independent devices that minimizes the global acoustic radiation of the structure. The proposed approach consists in two steps : (1) the matrix of optimal virtual mechanical impedance is calculated by measuring the primary disturbance and the transfer functions between actuators and structural / acoustic sensors, (2) the virtual mechanical impedance objective is achieved using a real-time integral controller. Special focus is put on the discussion about such control approach versus a classical active damping strategy were the virtual mechanical impedance is defined as real positive. Considering that optimal control is computed during the first step for a given primary disturbance, the robustness of the method to variations of the primary disturbance between step 1 and step 2 is discussed. Theoretical and experimental results are compared in the case of a simply supported thin aluminum plate and a primary disturbance under the form of an incident plane wave. Then, the method is implemented on a curved composite aircraft panel comprising a window. Unlike most of previous studies where dissipative virtual mechanical impedance are imposed, it clearly appears that optimal control can require energy injection from the control units into the structure.

L'utilisation de plus en plus fréquente de matériaux composites, qui combinent une raideur importante pour une faible masse, afin d'alléger les structures aéronautiques, entraîne la dégradation des performances d'isolation acoustique aux bruits extérieurs. La plupart du temps, ces nuisances sonores sont réduites par l'installation de matériaux isolants. Ces méthodes, dites passives, deviennent inefficaces aux basses fréquences et il est possible de mettre en place un contrôle actif au moyen de transducteurs électromécaniques. Dans le but de réduire la puissance acoustique transmise à travers la double paroi aéronautique dans la cabine, des unités de contrôle composées d'un actionneur et d'un capteur colocalisé dual sont réparties sur le panneau intérieur afin d'en modifier la vibration. Cette stratégie de contrôle actif vibroacoustique permet, pour des perturbations primaires harmoniques, d'imposer localement une impédance mécanique virtuelle à la structure, au moyen d'un contrôleur décentralisé. Cependant, sans communication entre les unités, le contrôle peut difficilement minimiser un critère global comme la puissance acoustique rayonnée. Afin de calculer les impédances mécaniques virtuelles qui garantissent la minimisation de la puissance acoustique rayonnée par la structure, une approche en deux étapes est considérée : (1) la matrice diagonale des impédances mécaniques virtuelles optimales est calculée à partir de mesures acoustiques ou vibratoires de la perturbation primaire et des transferts avec les actionneurs secondaires, (2) l'objectif exprimé en terme d'impédances mécaniques virtuelles est atteint grâce à un contrôle en temps réel. Une attention particulière est portée à la comparaison de cette approche avec une stratégie classique d'amortissement actif réalisée par un contrôle par rétroaction sur la vitesse de la structure, où l'impédance mécanique virtuelle alors imposée est un réel positif. Le calcul optimal réalisé à l'issue de la première étape se faisant pour une perturbation primaire donnée, la robustesse de la méthode aux variations de la perturbation primaire est un aspect également développé dans cette étude. Des résultats théoriques et expérimentaux sont comparés dans le cas académique d'une plaque mince d'aluminium simplement appuyée et soumise à une onde plane incidente. Enfin, la méthode est appliquée au panneau intérieur d'une double paroi aéronautique, à savoir une structure courbée, en matériau composite, et composée d'un hublot. Contrairement à la majorité des études qui considèrent l'implantation d'impédances virtuelles dissipatives, il apparaît que, dans certains cas, le contrôle optimal requiert l'injection d'énergie des unités à la structure.

Active control of sound and vibration fields has become an strong area of research over the past few decades. In regards to the active control of acoustic radiation from vibration fields, known as active structural acoustic control (ASAC), there have been many different methods employed to understand structural and acoustic relationships and to control vibrations to limit the acoustic radiation. With active sound field control, sensors, usually microphones, need to be dispersed in the sound field, or an array of microphones must be placed directly in the sound field which, in many cases, uses up too much space for practical applications. To remedy this, objective functions have been transferred to the structure, sensing vibrations rather than pressures. A small, integrated array of structural sensors can be placed on the structure, reducing the system's overall footprint. Acoustic energy density has become a well established objective function, which produces a more global effect using only a local measurement. Another benefit of acoustic energy density lies in the breadth of sensor placement. While acoustic energy density has proven successful in active noise control (ANC), the quantity deals with pressures, not surface vibrations. The problem with ASAC is that an objective function with the robustness of acoustic energy density does not yet exist. This thesis focuses on a structural error sensing technique that mimics the properties of acoustic energy density control in the sound field. The presented structural quantity has been termed Vcomp, as it is a composite of multiple terms associated with velocity. Both analytical and experimental results with the control of this quantity are given for a rectangular plate. The control of Vcomp is compared to other objective function including squared velocity, volume velocity and acoustic energy density. In the analytical cases, the benefits include: control at higher structural modes, control largely independent of sensor location, and need for only a single point measurement of squared Vcomp with a compact sensor. The control at higher frequencies can be explained by the control of multiple acoustic radiation modes. Experimental results offer some validity to the analytical benefits but alternate sensing techniques need to be investigates to more fully validate these benefits.

Active Structural Acoustic Control (ASAC) is a subcategory of the more widely known field of Active Noise control (ANC). ASAC is different from traditional ANC methods because it seeks to attenuate noise by altering the noise producing structure instead of altering the acoustic waves traveling through the air. The greatest challenge currently facing ASAC researchers is that a suitable parameter has not yet been discovered which can be easily implemented as the minimization quantity in the control algorithms. Many parameters have been tried but none effectively attenuate the sound radiation in a way that can be easily implemented. A new parameter was recently developed which showed great potential for use as a minimization quantity. This parameter has been termed the "weighted sum of spatial gradients" (WSSG) and was shown by previous researchers to significantly reduce noise emissions from a vibrating simply supported plate in computer simulations. The computer simulations indicate that WSSG-based control provides as good or better control than volume velocity and does so with a single point measurement which is relatively insensitive to placement location. This thesis presents the experimental validation of the WSSG computer simulations. This validation consists of four major components. First, additional research was needed in to extend the use of WSSG from computer simulations to experimental setups. Second, the WSSG-based control method was performed on simply supported plates to validate the computer simulations. Third, the WSSG-based control method on was used on clamped plates to validate the computer simulations, and fourth, the WSSG-based control method was validated on plates with ribs. The important results are discussed and conclusions summarized for each of these sections. Recommendations are made for future work on the WSSG parameter.

A control metric, the weighted sum of spatial gradients (WSSG), has been developed for use in active structural acoustic control (ASAC). Previous development of WSSG [1] showed that it was an effective control metric on simply supported plates, while being simpler to measure than other control metrics, such as volume velocity. The purpose of the current work is to demonstrate that the previous research can be generalized to plates with a wider variety of boundary conditions and on less ideal plates. Two classes of plates have been considered: clamped flat plates, and ribbed plates. On clamped flat plates an analytical model has been developed for use in WSSG that assumes the mode shapes are the product of clamped-clamped beam mode shapes. The boundary condition specific weights for use in WSSG have been derived from this formulation and provide a relatively uniform measurement field, as in the case of the simply supported plate. Using this control metric, control of radiated sound power has been simulated. The results show that WSSG provides comparable control to volume velocity on the clamped plate. Results also show, through random placement of the sensors on the plate, that similar control can be achieved regardless of sensor location. This demonstrates that WSSG is an effective control metric on a variety of boundary conditions. Ribbed plates were considered because of their wide use in aircraft and ships. In this case, a finite-element model of the plate has been used to obtain the displacement field on the plate under a variety of boundary conditions. Due to the discretized model involved, a numerical, as opposed to analytical, formulation for WSSG has been developed. Simulations using this model show that ASAC can be performed effectively on ribbed plates. In particular WSSG was found to perform comparable to or better than volume velocity on all boundary conditions examined. The sensor insensitivity property was found to hold within each section (divided by the ribs) of the plate, a slightly modified form of the flat plate insensitivity property where the plates have been shown to be relatively insensitive to sensor location over the entire surface of the plate. Improved control at natural frequencies can be achieved by applying a second control force. This confirms that ASAC is a viable option for the control of radiated sound power on non-ideal physical systems similar to ribbed plates.