Automobile wind vibration noise multi-mode active control device and control method

Abstract

The invention discloses a multi-mode active control device and method for automobile wind vibration noise, and the method comprises the steps: a plasma exciter array is arranged in the spanwise direction of the front edge of an opening of an automobile window, induces ambient air to generate directional ionic wind volume force through plasma discharge, accelerates or injects momentum to a mainstream boundary layer, and achieves the purpose of noise reduction. The airflow separation state is regulated and controlled, and periodic vortex shedding is inhibited; the high-frequency and high-voltage driving module receives the modulation signal and performs amplitude modulation or on-off keying to obtain a driving signal so as to dynamically adjust the discharge voltage, frequency, phase and on-off time sequence of the plasma exciter array; the multi-source sensing system is used for collecting a sound pressure signal of wind vibration noise in the vehicle, a local pressure pulsation signal and a vehicle working condition signal in real time; the controller is used for receiving the collected signals, outputting global modulation waveform parameters through spectral analysis and different control strategies, and generating modulation signals through waveform synthesis; the device is simple in structure, quick in response, free of moving parts, easy to integrate and capable of achieving self-adaptive control.

Description

A multi-mode active control device and method for automotive wind vibration noise Technical Field

[0001] This invention relates to the field of automotive NVH control technology, and more specifically to a multi-mode active control device and control method for automotive wind vibration noise. Background Technology

[0002] Automotive wind vibration noise is a typical aerodynamic noise generated by the interaction between the airflow around the vehicle and the vehicle structure during high-speed driving. Especially when the windows are partially open (such as when one side window is open or when both side windows are asymmetrically opened), strong air resonance will form inside the vehicle, generating low-frequency noise in the range of 10-200Hz, which is wind vibration noise. This noise not only seriously affects the comfort of the driver and passengers, but long-term exposure to this noise environment may also have adverse effects on the hearing system and mental health of the driver and passengers.

[0003] Currently, the main noise reduction solutions in existing technologies are:

[0004] (1) Passive noise reduction: such as improving the shape of the sunroof, adding spoilers or sealing strips; however, these methods are often only effective at specific vehicle speeds and will sacrifice aesthetics, visibility or window opening experience, with limited effect and lack of adaptability; (2) Active noise reduction (ANC): canceling noise by emitting anti-phase sound waves through speakers; this method is effective for low-frequency noise, but requires a complex acoustic system, is costly, and mainly deals with the cabin sound field, without affecting the noise source (external airflow) itself, and is prone to saturation failure when the noise is too high; (3) Traditional active flow control: such as using micro synthetic jet exciters or pulse blowing devices; these methods can directly intervene in airflow, but there are mechanical moving parts, complex structure, low reliability, slow response speed, and it is difficult to integrate into the narrow edge space of the car.

[0005] Therefore, how to provide an active noise reduction device and method for automotive wind vibration noise that is simple in structure, responds quickly, has no moving parts, is easy to integrate, and can be adaptively controlled is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] In view of the above problems, the present invention aims to provide a multi-mode active control device and control method for automotive wind vibration noise that overcomes or at least partially solves the above problems.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: a multi-mode active control device for automotive wind vibration noise, comprising: a plasma exciter array, a high-frequency high-voltage drive module, a multi-source sensing system, and a controller; the plasma exciter array is arranged longitudinally along the leading edge of the window opening, and is used to induce directional ion wind volume forces in the ambient air through plasma discharge, thereby accelerating or injecting momentum into the mainstream boundary layer to regulate the airflow separation state and suppress periodic eddy shedding; the high-frequency high-voltage drive module is used to receive the modulation signal from the controller, perform amplitude modulation or on / off keying on a fixed high-frequency carrier signal to obtain the drive signal for the plasma exciter array, so as to dynamically adjust the discharge voltage, frequency, phase, and on / off timing of the plasma exciter array; the multi-source sensing system is used to collect the sound pressure signal, local pressure pulsation signal, and vehicle operating condition signal of wind vibration noise in the vehicle in real time; the controller is used to receive the collected signals from the multi-source sensing system, output global modulation waveform parameters through spectrum analysis and different control strategies, and generate a modulation signal through waveform synthesis.

[0008] Preferably, the plasma actuator array includes several independent dielectric barrier discharge plasma actuator units arranged longitudinally along the leading edge of the skylight / side window opening. Each unit includes an exposed electrode, a buried electrode, and a dielectric layer. The exposed electrode and the buried electrode are respectively embedded on the upper and lower sides of the dielectric layer. Both the exposed electrode and the buried electrode are connected to the high-frequency high-voltage drive module.

[0009] Preferably, the multi-source sensing system includes: an in-cabin microphone array, a wall pressure sensor, and a vehicle bus signal interface; the in-cabin microphone array is arranged inside the vehicle compartment for real-time acquisition of the raw sound pressure signal of wind vibration noise; the wall pressure sensor is arranged near the sunroof / side window opening for monitoring local pressure pulsation signals; the vehicle bus signal interface is used to acquire vehicle operating condition signals, including at least real-time vehicle speed and sunroof / side window opening; preferably, the controller specifically performs real-time spectrum analysis on the sound pressure signal and the local pressure pulsation signal to extract the main control frequency and amplitude of the current wind vibration noise, and... The controller calculates the initial value of the Strouhal number. Based on the vehicle speed, sunroof / side window opening, main control frequency, amplitude, and Strouhal number, the controller uses different control mapping strategies—built-in fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode—to determine the optimal global modulation waveform parameters for the plasma actuator array. The controller then generates modulation signals with specific phases for each plasma actuator unit based on the determined global modulation waveform parameters, and performs amplitude modulation or on / off keying on the fixed high-frequency carrier signal of the high-frequency high-voltage drive module to generate the final drive signal for each plasma actuator unit.

[0010] Preferably, the specific details of the different control mapping strategies for the fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode are as follows: When the preset quantitative judgment conditions of vehicle speed stability, opening stability, noise spectrum characteristics, and Strouhal number stability are simultaneously met, the fixed-frequency suppression mode is adopted to perform low-frequency modulation on the ion wind volume force, so that the output is a periodic disturbance that matches the frequency of the noise source; when any one of the preset quantitative judgment conditions of vehicle speed dynamics, opening dynamics, noise spectrum characteristics, noise spectrum bandwidth, and external interference is met, the wideband disturbance mode is adopted, which generates a wideband excitation signal. The boundary layer is turbulentized in advance to prevent the formation of large-scale coherent vortex structures. When the strict stability conditions of the fixed-frequency suppression mode and the extreme dynamic conditions of the wideband disturbance mode are not met, or when the initial operating condition is in the fixed-frequency suppression / wideband disturbance mode but the parameter change rate is in the transition range, an adaptive closed-loop mode is adopted. The decision is made by combining feedforward and feedback. The initial value of the main control frequency is estimated by the Strouhal number using the vehicle speed feedforward signal. At the same time, the amplitude feedback signal is used as the optimization target. The main control frequency, modulation depth and phase difference of different exciter units are finely adjusted online through an adaptive algorithm to minimize the amplitude.

[0011] Preferably, the global modulation waveform parameters include modulation frequency, modulation depth, spatial activation mode, and phase difference.

[0012] Preferably, the controller applies the generated drive signal to each corresponding exciter unit in the array according to the current airflow characteristics and noise reduction target, intelligently selects or switches the spatial activation mode, and the entire plasma exciter array is activated in a specific spatial mode; it continuously monitors the residual noise signal and iteratively updates the modulation parameters online through an adaptive algorithm until it converges to the optimal noise reduction state.

[0013] Preferably, the generated i-th plasma actuator unit has a modulation signal M with a specific phase. i (t) is: M i (t)=[1+D·sin(2πf m t+ i )] c Where D is the modulation depth, f m For modulation frequency, i Let be the actual phase of the i-th plasma actuator unit, used to determine the spatial activation mode of the plasma actuator array, [·]. c This is a limiting operator; the final driving signal for each generated plasma exciter unit is: S i (t)=[1+D·sin(2πf m t+ i )] c·C(t) where C(t) is the high-frequency carrier signal.

[0014] Preferably, the spatial activation modes of the plasma actuator array include in-phase mode, out-of-phase mode, and traveling wave mode. Specifically, in in-phase mode, all elements of the plasma actuator array are activated synchronously. i = 0, 0 is the reference phase; in inverted mode, adjacent cells are activated alternately. i = 0+(i-1) 180°; In traveling wave mode, the activation peak propagates along the array direction. i = 0+(i-1) Δ wave , where Δ wave With a fixed phase step, the equivalent traveling wave propagation speed V wave =2πf m· d / Δ wave d is the element spacing of the plasma actuator array.

[0015] A multi-mode active control method for automotive wind vibration noise, based on a aforementioned multi-mode active control device for automotive wind vibration noise, includes the following steps: S1. Real-time acquisition of vehicle speed and sunroof / side window opening signals from the vehicle's CAN bus; simultaneously, real-time acquisition of sound pressure signals via a microphone array arranged in the passenger compartment, and acquisition of local pressure pulsation signals via wall pressure sensors arranged at the edges of the sunroof / side window openings; S2. The controller performs real-time spectrum analysis on the sound pressure signals and local pressure pulsation signals, extracting the current dominant frequency and amplitude of wind vibration noise, and simultaneously calculating the initial value of the Strouhal number; S3. The controller, based on vehicle speed, sunroof / side window opening, dominant frequency, amplitude, and Strouhal number, uses a built-in fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode to... Using the same control mapping strategy, the controller determines the optimal global modulation waveform parameters for the plasma actuator array. S4. Based on the determined global modulation waveform parameters, the controller generates modulation signals with specific phases for each plasma actuator unit and performs amplitude modulation or on / off keying on the fixed high-frequency carrier signal of the high-frequency high-voltage drive module to generate the final drive signal for each plasma actuator unit. S5. Based on the current airflow characteristics and noise reduction target, the controller applies the generated drive signal to the corresponding actuator unit in the array through the high-frequency high-voltage drive module, intelligently selecting or switching the spatial activation mode to activate the entire plasma actuator array. S6. The controller continuously monitors residual noise signals and iteratively updates the modulation parameters online using an adaptive algorithm until convergence to the optimal noise reduction state.

[0016] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a multi-mode active control device and method for automotive wind vibration noise. Utilizing the rapid response and active airflow regulation capabilities of a dielectric barrier discharge plasma exciter, it changes the flow field distribution around and inside the vehicle in real time, disrupting the airflow resonance conditions that generate wind vibration noise, thereby achieving efficient and precise control of automotive wind vibration noise and improving driving comfort. Specifically: the device structure is extremely simplified: the exciter has no moving parts, is ultra-thin and flexible, and is easily integrated into the existing automotive structure without altering the appearance; it actively intervenes at the source: directly suppressing the periodic vortex shedding that generates noise, solving the problem from its physical root cause, with potential greater than cabin acoustic cancellation; it has a fast and intelligent response: the plasma response is in the millisecond range, combined with multi-source sensing and intelligent algorithms, enabling it to adapt to complex and ever-changing real driving environments; the control strategy is efficient and precise: the "high-frequency carrier-low-frequency modulation" paradigm is applied to automotive wind vibration noise control, and a spatiotemporal coordinated modulation strategy for in-phase, out-of-phase, and traveling wave modes oriented towards the array is introduced, improving control efficiency and robustness. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 is a schematic diagram of the overall structure of a multi-mode active control device for automotive wind vibration noise provided in an embodiment of the present invention; Figure 2 is a schematic diagram of the plasma exciter array arrangement provided in an embodiment of the present invention; Figure 3 is a schematic diagram comparing different spatial activation modes of the plasma exciter array provided in an embodiment of the present invention; Figure 4 is a schematic diagram of a multi-mode active control method for automotive wind vibration noise provided in an embodiment of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] This invention discloses a multi-mode active control device for automotive wind vibration noise, as shown in Figure 1. It includes: a plasma exciter array, a high-frequency high-voltage drive module, a multi-source sensing system, and a controller. The plasma exciter array is arranged longitudinally along the leading edge of the window opening and is used to induce directional ion wind volume forces in the ambient air through plasma discharge, thereby accelerating or injecting momentum into the mainstream boundary layer to regulate airflow separation and suppress periodic eddy shedding. The high-frequency high-voltage drive module receives the modulation signal from the controller, performs amplitude modulation or on / off keying on a fixed high-frequency carrier signal (i.e., a sinusoidal voltage signal) to obtain the drive signal for the plasma exciter array, and provides high-frequency, high-voltage AC power to the plasma exciter array to dynamically adjust the discharge voltage, frequency, phase, and on / off timing of the plasma exciter array. The multi-source sensing system is used to collect in real-time sound pressure signals, local pressure pulsation signals, and vehicle operating condition signals of wind vibration noise inside the vehicle. The controller receives the collected signals from the multi-source sensing system, outputs global modulation waveform parameters through spectrum analysis and different control strategies, and generates a modulation signal through waveform synthesis.

[0021] To further implement the above technical solution, as shown in Figure 2, the plasma actuator array includes several independent dielectric barrier discharge plasma actuator units arranged longitudinally along the leading edge of the skylight / side window opening. Each unit includes an exposed electrode, a buried electrode, and a dielectric layer. The exposed electrode and the buried electrode are respectively embedded on the upper and lower sides of the dielectric layer. Both the exposed electrode and the buried electrode are connected to the high-frequency high-voltage drive module.

[0022] In this embodiment, the exposed electrode is a copper foil with a width of 5mm-15mm and a thickness of 0.06mm; the buried electrode is a copper foil with a width of 5mm-20mm and a thickness of 0.06mm; the dielectric layer is made of flexible dielectric material polyimide with a thickness of 0.6mm; each unit is attached to the surface of the vehicle body in the form of a flexible film.

[0023] To further implement the above technical solution, the multi-source sensing system includes: an in-cabin microphone array, a wall pressure sensor, and a vehicle bus signal interface; the in-cabin microphone array is arranged inside the vehicle compartment to collect the raw sound pressure signal p(t) of wind vibration noise in real time; the wall pressure sensor is arranged near the sunroof / side window opening to monitor the local pressure pulsation signal p. wall (t); Vehicle bus signal interface, used to acquire vehicle operating condition signals, including at least real-time vehicle speed V, sunroof / side window opening α: To further implement the above technical solution, the controller's specific content is as follows: The controller controls the sound pressure signal p(t) and the local pressure pulsation signal p wall (t) Perform real-time spectrum analysis to extract the main control frequency f of the current wind vibration noise. s And the amplitude As, and simultaneously calculate the initial value of the Strouhal number St; the Strouhal number is: St = f s L / V, where L is the characteristic length of the opening, defined as the key geometric dimension of the opening related to the generation of wind vibration noise, that is, the projected length of the opening in the direction of the dominant airflow, i.e. the direction of the oncoming flow of the vehicle; for example, when the sunroof opening is rectangular, its side length along the direction of the oncoming flow is taken; the side window opening is taken as the effective extension length along the direction of the oncoming flow.

[0024] The controller operates based on vehicle speed V, sunroof / side window opening α, and main control frequency f. s The amplitude As and Strouhal number St are determined by different control mapping strategies, including built-in fixed-frequency suppression mode, wideband perturbation mode, and adaptive closed-loop mode, to determine the optimal global modulation waveform parameters of the plasma actuator array. In this embodiment, the control mapping strategy is pre-installed in the controller ECU. Based on a multi-dimensional parameter mapping table and logical judgment rules, the correspondence between key parameters and the optimal control mode is established through offline calibration experiments. The controller generates a modulation signal M with a specific phase for each plasma actuator unit based on the determined global modulation waveform parameters. i(t), and amplitude modulation or on / off keying of the fixed high-frequency carrier signal C(t) of the high-frequency high-voltage drive module is performed to generate the final drive signal S of each plasma exciter unit. i (t).

[0025] In order to further implement the above technical solutions, the specific contents of the different control mapping strategies of fixed frequency suppression mode, wide frequency disturbance mode and adaptive closed loop mode are as follows: When the preset quantitative judgment conditions of vehicle speed stability, opening stability, noise spectrum characteristics and Strouhal number stability are met at the same time, the fixed frequency suppression mode is adopted to perform low frequency modulation on the ion wind volume force so that the output is a periodic disturbance that matches the frequency of the noise source; the fixed frequency suppression mode is applicable to the following scenarios: steady-state cruise on highway (vehicle speed 80-120 km / h stable), fixed sunroof / side window opening, no strong cross wind interference, and the noise spectrum shows obvious single-peak characteristics; the specific quantitative judgment conditions are: (1) Vehicle speed stability: |dV / dt|≤2km / h·s -1 (vehicle speed change rate ≤ 2 km / h / s), and V [80,120] km / h; (2) Opening stability: |dα / dt|≤5% / s (opening change rate≤5% per second), and α [10%, 50%]; (3) Noise spectrum characteristics: Noise spectrum bandwidth B=f p -f l ≤10Hz, f p f is the peak frequency of the spectrum. l The lower limit frequency of the peak half-power point, and the percentage of the main frequency amplitude As / ΣA i ≥80%, ΣA i The sum of noise amplitude across the entire frequency band; (4) Strouhal number stability: |dSt / dt|≤0.01 / s (St change rate≤0.01 per second); The control logic is: when the system detects that the wind vibration noise has a stable and clear dominant frequency component, the frequency is f s The shedding of quasi-periodic vortices requires low-frequency modulation of the ion wind volume forces, with a modulation frequency f. m ≈f s When any one of the preset conditions for vehicle speed dynamics, opening dynamics, noise spectrum characteristics, noise spectrum bandwidth and external interference is met, a wideband perturbation mode is adopted. By generating a wideband excitation signal, the boundary layer is turbulentized in advance to prevent the formation of large-scale coherent vortex structures. The applicable scenarios for the wideband perturbation mode are: frequent acceleration and deceleration on urban roads, continuous turning on mountain roads, driving in strong crosswind weather, continuous change of sunroof / window opening, and wideband or rapid change of noise spectrum. The specific quantitative judgment conditions are: (1) Vehicle speed dynamics: |dV / dt|>2km / h·s -1 , or V [80,120] km / h; (2) Opening dynamics: |dα / dt|>5% / s, or α [10%, 50%]; (3) Noise spectrum characteristics: noise spectrum bandwidth B > 10Hz, or the proportion of the main frequency amplitude As / ΣA i <80%; (4) External disturbances: crosswind intensity ≥3 (corresponding to crosswind speed ≥4.5m / s), or continuous turning conditions (turning angle |θ|≥15° and duration ≥2s).

[0026] The control logic is as follows: For transient, unsteady, or multi-frequency wind-induced vibration noise, a control strategy is implemented by generating a wide-spectrum excitation signal to induce boundary layer turbulence in advance, preventing the formation of large-scale coherent vortex structures. When the strict stability conditions of the fixed-frequency suppression mode and the extreme dynamic conditions of the wide-spectrum disturbance mode are not met, or when the initial operating condition is in the fixed-frequency suppression / wide-spectrum disturbance mode but the parameter change rate is in the transition range (e.g., 2 km / h·s),... -1 >|dV / dt|>1km / h·s -1 The system employs an adaptive closed-loop mode, using a feedforward-feedback combination for decision-making. The main control frequency f is predicted using the vehicle speed feedforward signal and the Strouhal number St. m The initial value is determined, and the amplitude feedback signal (the amplitude As of sound pressure or wall pressure) is used as the optimization target. The main control frequency f is then fine-tuned online using an adaptive algorithm (such as the least mean square LMS algorithm or the recursive least squares RLS algorithm). m The modulation depth D and the phase difference Δ between different exciter units This minimizes the amplitude As.

[0027] The adaptive closed-loop mode adapts to all operating conditions from low speed to high speed, from steady state to transient state, as well as complex and ever-changing road conditions.

[0028] In this embodiment, the specific implementation process of minimizing As is as follows: construct the objective function J=E [|e(t)|²], where E is the expectation operator, e(t)=p(t)-p target (t) represents the residual noise signal; the parameter f is updated iteratively using the gradient descent method. m D, Δ The objective function J is minimized, thereby minimizing As. During the iteration, the correction step size is dynamically adjusted according to the updated As feedback value to ensure rapid convergence to the optimal parameter combination, so that As is reduced to below the designed noise comfort threshold.

[0029] To further implement the above technical solution, the global modulation waveform parameters include modulation frequency, modulation depth, spatial activation mode, and phase difference.

[0030] To further implement the above technical solution, the controller, based on the current airflow characteristics and noise reduction target, generates the drive signal S. i (t) is applied to the corresponding actuator units in the array, intelligently selecting or switching the spatial activation mode, and the entire plasma actuator array is activated in a specific spatial mode; the residual noise signal e(t)=p(t)-p is continuously monitored. target (t) and the modulation parameters (f) are updated online iteratively using an adaptive algorithm. m D, Δ (Spatial activation mode) until convergence to the optimal noise reduction state.

[0031] To further implement the above technical solution, the generated i-th plasma exciter unit has a modulation signal M with a specific phase. i (t) is: M i (t)=[1+D·sin(2πf m t+ i )] c Where D is the modulation depth, representing the amplitude modulation intensity of the low-frequency modulation signal on the high-frequency carrier signal. When D=0, the exciter discharges continuously and stably; when D=1, the discharge intensity periodically switches between 0 (off) and the rated value (on). The larger D is, the more intense the ion wind intensity pulsation and the more significant the airflow disturbance effect. The value is dynamically optimized by an adaptive algorithm; f m For modulation frequency, i The actual phase of the i-th plasma actuator unit is used to determine the spatial activation mode of the plasma actuator array; [·] c The limiting operator indicates that the modulation signal is limited between 0 and 1, realizing the periodic switching between "on" (with plasma) and "off" (without plasma) states. (The output is 0 when the value in parentheses is <0, 1 when it is >1, and the actual value is output when it is between 0 and 1; the final drive signal for each plasma exciter unit is: S) i (t)=[1+D·sin(2πf m t+ i )] c ·C(t) where C(t) is a high-frequency carrier signal, i.e., a signal with frequency f c The voltage is V c The high-frequency sinusoidal input voltage waveform provides the basic discharge energy for the plasma exciter.

[0032] To further implement the above technical solution, as shown in Figure 3, the spatial activation modes of the plasma actuator array include in-phase mode, out-of-phase mode, and traveling wave mode. Specifically, as shown in Figure 3(a), in in-phase mode, all elements of the plasma actuator array are activated synchronously. i = 0, 0 is the reference phase, the reference value set for the phase of all actuator units, preset in the ECU, and is the starting reference point for phase calculation; as shown in Figure 3(b), in the inverted phase mode, adjacent units are activated alternately. i = 0+(i-1) 180°; as shown in Figure 3(c), in traveling wave mode, the activation peak propagates along the array direction. i = 0+(i-1) Δ wave , where Δ wave With a fixed phase step, the equivalent traveling wave propagation speed V wave =2πf m· d / Δ wave d is the element spacing of the plasma actuator array.

[0033] A multi-mode active control method for automotive wind vibration noise, as shown in Figure 4, is based on an automotive wind vibration noise multi-mode active control device and includes the following steps: S1. Real-time acquisition of vehicle speed and sunroof / side window opening signals from the vehicle's CAN bus; simultaneously, real-time acquisition of sound pressure signals through a microphone array arranged in the passenger compartment, and acquisition of local pressure pulsation signals through wall pressure sensors arranged at the edges of the sunroof / side window openings; S2. The controller performs real-time spectrum analysis on the sound pressure signals and local pressure pulsation signals to extract the current dominant frequency and amplitude of wind vibration noise, and simultaneously calculates the initial value of the Strouhal number; S3. The controller, based on vehicle speed, sunroof / side window opening, dominant frequency, amplitude, and Strouhal number, uses a built-in fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode. Different control mapping strategies determine the optimal global modulation waveform parameters for the plasma actuator array; S4. The controller generates modulation signals with specific phases for each plasma actuator unit based on the determined global modulation waveform parameters, and performs amplitude modulation or on / off keying on the fixed high-frequency carrier signal of the high-frequency high-voltage drive module to generate the final drive signal for each plasma actuator unit; S5. Based on the current airflow characteristics and noise reduction target, the controller applies the generated drive signal to the corresponding actuator unit in the array through the high-frequency high-voltage drive module, intelligently selects or switches the spatial activation mode, and activates the entire plasma actuator array; S6. The residual noise signal is continuously monitored and the modulation parameters are iteratively updated online through an adaptive algorithm until convergence to the optimal noise reduction state.

[0034] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0035] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A multi-mode active control device for automotive wind vibration noise, characterized in that, include: The system comprises a plasma exciter array, a high-frequency high-voltage drive module, a multi-source sensing system, and a controller. The plasma exciter array is arranged longitudinally along the upstream edge of the window opening. It induces directional ion wind volume forces in the ambient air through plasma discharge, thereby accelerating or injecting momentum into the mainstream boundary layer to regulate airflow separation and suppress periodic eddy shedding. The high-frequency high-voltage drive module receives modulation signals from the controller and performs amplitude modulation or on / off keying on a fixed high-frequency carrier signal to obtain the drive signal for the plasma exciter array, dynamically adjusting its discharge voltage, frequency, phase, and on / off timing. The multi-source sensing system collects real-time sound pressure signals, local pressure pulsation signals, and vehicle operating condition signals related to wind vibration noise inside the vehicle. The controller receives signals from the multi-source sensing system, outputs global modulation waveform parameters through spectrum analysis and different control strategies, and generates a modulation signal through waveform synthesis.

2. The multi-mode active control device for automotive wind vibration noise as described in claim 1, characterized in that, The plasma actuator array includes several independent dielectric barrier discharge plasma actuator units arranged longitudinally along the upstream edge of the skylight / side window opening. Each unit includes an exposed electrode, a buried electrode, and a dielectric layer. The exposed electrode and the buried electrode are embedded on the upper and lower sides of the dielectric layer, respectively. Both the exposed electrode and the buried electrode are connected to the high-frequency high-voltage drive module.

3. The multi-mode active control device for automotive wind vibration noise as described in claim 1, characterized in that, The multi-source sensing system includes: an in-cabin microphone array, a wall pressure sensor, and a vehicle bus signal interface; the in-cabin microphone array is arranged inside the vehicle compartment to collect raw sound pressure signals of wind vibration noise in real time; the wall pressure sensor is arranged near the sunroof / side window opening to monitor local pressure pulsation signals; and the vehicle bus signal interface is used to acquire vehicle operating condition signals, including at least real-time vehicle speed and sunroof / side window opening.

4. The multi-mode active control device for automotive wind vibration noise as described in claim 1, characterized in that, The controller's specific functions are as follows: It performs real-time spectrum analysis on the sound pressure signal and local pressure pulsation signal to extract the main control frequency and amplitude of the current wind vibration noise, and simultaneously calculates the initial value of the Strouhal number. Based on vehicle speed, sunroof / side window opening, main control frequency, amplitude, and Strouhal number, the controller uses different control mapping strategies—built-in fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode—to determine the optimal global modulation waveform parameters for the plasma exciter array. Based on the determined global modulation waveform parameters, the controller generates modulation signals with specific phases for each plasma exciter unit and performs amplitude modulation or on / off keying on the fixed high-frequency carrier signal of the high-frequency high-voltage drive module to generate the final drive signal for each plasma exciter unit.

5. The multi-mode active control device for automotive wind vibration noise as described in claim 4, characterized in that, The specific details of the different control mapping strategies in the fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode are as follows: When the preset quantitative judgment conditions of vehicle speed stability, opening stability, noise spectrum characteristics, and Strouhal number stability are simultaneously met, the fixed-frequency suppression mode is adopted, which modulates the ion wind volume force at a low frequency to make the output a periodic disturbance that matches the frequency of the noise source; when any one of the preset quantitative judgment conditions of vehicle speed dynamics, opening dynamics, noise spectrum characteristics, noise spectrum bandwidth, and external interference is met, the wideband disturbance mode is adopted, which generates a wideband excitation signal in advance. The boundary layer is turbulentized to prevent the formation of large-scale coherent vortex structures. When the strict stability conditions of the fixed-frequency suppression mode and the extreme dynamic conditions of the wideband disturbance mode are not met, or when the initial operating condition is in the fixed-frequency suppression / wideband disturbance mode but the parameter change rate is in the transition range, an adaptive closed-loop mode is adopted. The decision is made by combining feedforward and feedback. The initial value of the main control frequency is estimated by the Strouhal number using the vehicle speed feedforward signal. At the same time, the amplitude feedback signal is used as the optimization target. The main control frequency, modulation depth and phase difference of different exciter units are finely adjusted online through an adaptive algorithm to minimize the amplitude.

6. The multi-mode active control device for automotive wind vibration noise as described in claim 4, characterized in that, Global modulation waveform parameters include modulation frequency, modulation depth, spatial activation mode, and phase difference.

7. The multi-mode active control device for automotive wind vibration noise as described in claim 6, characterized in that, The controller applies the generated drive signal to each exciter unit in the array according to the current airflow characteristics and noise reduction target, and intelligently selects or switches the spatial activation mode. The entire plasma exciter array is activated in a specific spatial mode. The residual noise signal is continuously monitored and the modulation parameters are iteratively updated online using an adaptive algorithm until the optimal noise reduction state is reached.

8. The multi-mode active control device for automotive wind vibration noise as described in claim 4, characterized in that, The generated i-th plasma exciter unit has a modulation signal M with a specific phase. i (t) is: M i (t)=[1+D·sin(2πf m t+ i )] c Where D is the modulation depth, f m The frequency is the modulation frequency, and t is the time variable. i Let be the actual phase of the i-th plasma actuator unit, used to determine the spatial activation mode of the plasma actuator array, [·]. c This is a limiting operator; the final driving signal for each generated plasma exciter unit is: S i (t)=[1+D·sin(2πf m t+ i )] c ·C(t) where C(t) is the high-frequency carrier signal.

9. The multi-mode active control device for automotive wind vibration noise as described in claim 8, characterized in that, The spatial activation modes of the plasma actuator array include in-phase mode, out-of-phase mode, and traveling wave mode. Specifically, in in-phase mode, all elements of the plasma actuator array are activated synchronously. i = 0， 0 is the reference phase; in inverted mode, adjacent cells are activated alternately. i = 0+(i-1) 180°; In traveling wave mode, the activation peak propagates along the array direction. i = 0+(i-1) D wave , where Δ wave With a fixed phase step, the equivalent traveling wave propagation speed V wave =2πf m· d / Δ wave d is the element spacing of the plasma actuator array.

10. A multi-mode active control method for automotive wind vibration noise, characterized in that, A multi-mode active control device for automotive wind vibration noise according to any one of claims 1-9 includes the following steps: S1. Real-time acquisition of vehicle speed and sunroof / side window opening signals from the vehicle's CAN bus; simultaneously, real-time acquisition of sound pressure signals through a microphone array arranged in the passenger compartment, and acquisition of local pressure pulsation signals through wall pressure sensors arranged at the edges of the sunroof / side window openings; S2. The controller performs real-time spectrum analysis on the sound pressure signals and local pressure pulsation signals, extracts the main control frequency and amplitude of the current wind vibration noise, and calculates the initial value of the Strouhal number; S3. The controller controls the vehicle according to the vehicle speed, sunroof / side window opening, main control frequency, amplitude, and Strouhal number through different built-in fixed-frequency suppression mode, wideband disturbance mode, and adaptive closed-loop mode. The mapping strategy determines the optimal global modulation waveform parameters for the plasma actuator array. S4. Based on the determined global modulation waveform parameters, the controller generates modulation signals with specific phases for each plasma actuator unit and performs amplitude modulation or on / off keying on the fixed high-frequency carrier signal of the high-frequency high-voltage drive module to generate the final drive signal for each plasma actuator unit. S5. Based on the current airflow characteristics and noise reduction target, the controller applies the generated drive signals to the corresponding actuator units in the array through the high-frequency high-voltage drive module, intelligently selecting or switching the spatial activation mode to activate the entire plasma actuator array. S6. The controller continuously monitors residual noise signals and iteratively updates the modulation parameters online using an adaptive algorithm until convergence to the optimal noise reduction state.

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