Active noise and vibration control for fixed wing aircraft

Abstract

An example system includes: one or more actuators disposed at respective engine attachment members that couple an engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; a plurality of sensors configured to provide sensor information indicative of interior noise generated in a passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, and responsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

Description

Active Noise and Vibration Control for Fixed Wing AircraftCROSS REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63 / 622,694, filed on January 19, 2024, the entire contents of which are herein incorporated by reference as if fully set forth in this description.TECHNICAL FIELD

[0002] This disclosure relates to actively reducing interior noise created by the engines in fixed wing aircraft with fuselage mounted engines. More particularly, this disclosure relates to an Active Noise and Vibration Control (ANVC) system for reducing noise inside an aircraft fuselage, generated by engine vibration.BACKGROUND

[0003] In a fixed wing aircraft with fuselage mounted engines, the mass imbalances in the low pressure section (fan / compression / turbine) in the engines create vibration at what is called an N1 frequency. Mass imbalances in the high pressure section (compression / turbine) of the engines create vibration at what is called the N2 frequency. N1 and N2 express the rotational speed of turbine engine shafts. Particularly, N1 is the speed of the low pressure spool and serves as the primary power setting, and N2 is the speed of the high pressure spool which indicates if aircraft systems have sufficient power. While most engines have two shafts, some larger engines may have three shafts spinning at different speeds.

[0004] The engine vibration travels through the engine attachment into the fuselage. Once the vibration reaches the fuselage, it causes the fuselage wall to act as a speaker and creates interior noise that is objectionable to passengers located near the engines.

[0005] Active Noise Control (ANC) systems can be implemented to reduce interior noise in aircraft. In an example, ANC systems include acoustic output transducers, such as loudspeakers or small shakers that are located within the aircraft’s cabin / passenger compartment. These loudspeakers / small shakers are driven responsive to input signals from input sensors representative of the noise disturbance and error signals from sensors (typically microphones) within the cabin. Input signals may be derived from engine tachometers, accelerometers, or the like.

[0006] A disadvantage of ANC systems, however, is that they do not address the root cause problem, which is the mechanical vibration of the engine. Further, such ANC systems may be difficult to retrofit in certain aircraft. Furthermore, as the frequency of the noise increases, larger numbers of sensors and speakers are required to achieve sufficient global noise attenuation, which can be costly and increases the complexity of the system.

[0007] In some applications where a higher level of noise and / or vibration attenuation may be desired, Active Isolation Control (AIC) systems may be used for controlling noise / vibration within the aircraft. AIC systems may include active engine mountings. Active mountings include an actively driven element therein, which provides the active control forces to reduce interior acoustic noise.

[0008] A disadvantage of such AIC systems is the limited space within the mountings. There typically is not much room within such mountings for actively driven elements. Further, by placing actively driven elements in the mountings, outside the fuselage, the active elements are subjectedto extreme swings in temperature levels, which reduces their service life, performance, and reliability.

[0009] It may thus be desirable to have an ANVC system that provides ample space for active actuators to be placed, while protecting them from temperature swings, and retaining the global noise reduction capabilities of AIC systems. It is with respect to these and other considerations that the disclosure made herein is presented.SUMMARY

[0010] The present disclosure describes implementations that relate to an active noise and vibration control for fixed wing aircraft.

[0011] In a first example implementation, the present disclosure describes a system for active noise and vibration control in an aircraft. The system includes: one or more actuators disposed at respective engine attachment members that couple an engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; a plurality of sensors configured to provide sensor information indicative of interior noise generated in a passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, and responsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

[0012] In a second example implementation, the present disclosure describes an aircraft including the system of the first example implementation.

[0013] In a third example implementation, the present disclosure describes a method of operating the system of the first example implementation.

[0014] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, implementations, and features described above, further aspects, implementations, and features will become apparent by reference to the figures and the following detailed description.BRIEF DESCRIPTION OF THE FIGURES

[0015] Figure 1 illustrates a schematic top view of an aircraft, according to an example implementation.

[0016] Figure 2 illustrates a schematic side view of the aircraft of Figure 1, according to an example implementation.

[0017] Figure 3 illustrates a schematic front view of the aircraft of Figures 1-2, according to an example implementation.

[0018] Figure 4 illustrates another schematic partial front view of the aircraft of Figure 1, according to an example implementation.

[0019] Figure 5 illustrates a rotary actuator attached at an engine attachment member, according to an example implementation.

[0020] Figure 6 illustrates two rotary actuators attached at an engine attachment member, according to an example implementation.

[0021] Figure 7 illustrates a linear actuator attached at an engine attachment member, according to an example implementation.

[0022] Figure 8 illustrates a linear actuator attached at an engine attachment member, according to an example implementation.

[0023] Figure 9 illustrates an assembly having an actuator mounted to an engine attachment member using long fasteners and an adapter bracket, according to an example implementation.

[0024] Figure 10 illustrates an assembly having an actuator mounted to an engine attachment member using an adapter bracket bonded to the engine attachment member, according to an example implementation.

[0025] Figure 11 illustrates an assembly having an actuator mounted to an engine attachment member using an adapter bracket coupled to the engine attachment member via a clamp, according to an example implementation.

[0026] Figure 12A illustrates a cross-sectional view of an assembly having an actuator mounted to an engine attachment member using an adapter bracket coupled to the engine attachment member via another clamp mechanism, according to an example implementation.

[0027] Figure 12B illustrates a partial perspective exploded view of the assembly of Figure 12A 500, according to an example implementation.

[0028] and Figure 12C illustrates a partial cross-sectional view of the assembly of Figure 12A showing a clamp, according to an example implementation.

[0029] Figure 13 illustrates rotary actuators positioned in a bracket extending between two engine attachment members, according to an example implementation.

[0030] Figure 14 illustrates linear actuators positioned in a bracket extending between two engine attachment members, according to an example implementation.

[0031] Figure 15 illustrates is a block diagram of an aircraft having an ANVC system, according to an example implementation.

[0032] Figure 16 illustrates is a block diagram of an electronic controller, according to an example implementation.

[0033] Figure 17 is a flowchart of a method for operating an aircraft or a ANVC system, according to an example implementation.DETAILED DESCRIPTION

[0034] Disclosed herein are aircraft, systems, assemblies, and methods associated with an ANVC system for actively reducing interior noise created by the engines in fixed wing aircraft with fuselage mounted engines. The disclosed ANVC systems include active actuators positioned within the aircraft fuselage at engine attachment points to the fuselage. This enables the actuators to attenuate or eliminate the engine vibration before it vibrates the entire fuselage. Further, as the active actuators are disposed within the fuselage, there is ample space for the actuator to be placed, and they are protected from extreme temperature swings.

[0035] Figure 1 illustrates a schematic top view of an aircraft 100, Figure 2 illustrates a schematic side view of the aircraft 100, and Figure 3 illustrates a schematic front view of the aircraft 100, according to an example implementation. The aircraft 100 can be a fixed wing aircraft having left wing 101 and right wing 103, for example. Figures 1-3 are described together.

[0036] The aircraft 100 has a fuselage 102, inside which a passenger cabin 105 is formed. The aircraft 100 further includes one or more engines such as engine 104 and engine 106 attached or coupled to the fuselage 102.

[0037] The engines 104, 106 are attached to the fuselage 102 through pylon 108 and pylon 110, respectively. The pylons 108, 110 can include or be configured as masts, posts, pillars or any similar engine attachment device. In an example, the pylons 108, 110 are connected to the fuselage 102 through one or more engine mounting structural frames such as a forward engine mounting frame 112 and an aft or rearward engine mounting frame 114.

[0038] The engine mounting frames 112, 114 can be pressure bulkhead frames or structural frames that extend inboard (inside the fuselage 102) to tie the engines 104, 106 to the fuselage 102, asexamples. In examples, the engine mounting frames 1 12, 114 can be integrated into the fuselage 102. As such, the engine mounting frames 112, 114 can be disposed straight across from the left side to the right side of the aircraft 100, or may be circular in form.

[0039] The forward engine mounting frame 112 has one or more structural components such as engine attachment member 116A, engine attachment member 116B (both shown in Figure 1), engine attachment member 116C, and engine attachment member 116D (both shown in Figure 3). Similarly, the rearward engine mounting frame 114 has structural components such as engine attachment member 116E and engine attachment member 116F.

[0040] The engine attachment members 116A-116F can be configured as brackets, yokes, clevis joints, etc., and are configured to attach the engines 104, 106 to the fuselage 102 and transmit thrust, vertical loads, and radial loads to the fuselage 102. The engine attachment members 116A- 116F can be connected to the fuselage 102 through the forward engine mounting frame 112 and the rearward engine mounting frame 114, for example.

[0041] During operation of the aircraft, vibration of the engines 104, 106 can be generated by unbalance, misalignment, skew, or other phenomena. The vibration couples, or is transmitted, to the fuselage 102 primarily through the engine attachment members 116A-116F. The frequency of such vibration may be too high to be felt by passengers of the aircraft 100. However, such vibration can radiate noise through the passenger cabin 105 via the skin, floor, bulk heads, etc. of the fuselage 102. This noise can be objectionable to the crew and passengers.

[0042] As such, the aircraft 100 has an ANVC system configured to effectively cancel or attenuate the structure born noise originating from the engine vibration. The ANVC system includes sensors located within the fuselage 102 for deriving signals indicative of the vibration and / or noise.

[0043] In one example, the sensors include microphones 118 that are placed in the passenger cabin 105 of the aircraft 100 at particular locations shown in Figures 1-2 for crew and passenger comfort. For example, microphones 118 are shown in Figures 1-2 near the seated head height of the passengers. The microphones 118 can be embedded in the sidewalls, seats, or other aircraft structure, as examples. In another example, the sensors include vibration sensors (e.g., accelerometers), which can be placed in particular locations to sense the noise and vibration transmitted to or entering the fuselage 102.

[0044] Figure 4 illustrates another schematic partial front view of the aircraft 100, according to an example implementation. Referring to Figures 1, 4, the ANVC system can include vibration sensors 120 that are placed at (on, within, or proximate) the engine attachment members 116A- 116F. Choking or attenuating the vibration off at these locations of the vibration sensors 120 can be an effective means to reduce or eliminate noise from entering the fuselage 102.

[0045] In an example, the ANVC system can include both the microphones 118 and the vibration sensors 120. Regardless ofwhether the ANVC system includes the microphones 118, the vibration sensors 120, or a combination of both types of sensors, these sensors are located at the key locations in the aircraft 100 as described above and illustrated in the figures to sense or pick up noise / vibration of the engines 104, 106 that is transmitted to the fuselage 102.

[0046] The ANVC system further includes an electronic controller 122, which receives the sensor signals from the microphones 118 and / or the vibration sensors 120. Figure 1 depicts the sensors connected to the electronic controller 122 with dashed sensor signal lines / arrows. The electronic controller 122 then executes a vibration control algorithm to generate a control signal for driving various actuators (e.g., actuators 124 shown in Figure 1) to produce a force, which cancels theunwanted noise and / or vibration from the engines 104, 106. Figure 1 depicts the electronic controller 122 connected to the actuators 124 with dashed command signal lines / arrows.

[0047] In an example, the electronic controller 122 can execute a feedforward control scheme, in which reference signals from reference sensors 125 mounted on or near the engines 104, 106 are used to provide a signal indicative of the engine vibration frequencies. As an example, the reference sensors 125 may include tachometers. In this example, a tachometer can be used for each tone to be controlled (e.g., N1 for the engine 106, N1 for the engine 104, N2 for the engine 106, and N2 for the engine 104 if interior noise at both N1 and N2 frequencies for both of the engines 104, 106 are controlled).

[0048] In another example, the vibration sensors 120 can be used as reference sensors and may include accelerometers. In an example, a single accelerometer can be mounted at each of the engines 104, 106 may be used if it is mounted at a location that enables the accelerometer to pick up both N1 and N2 vibrations. Regardless of the type of the reference sensors 125, it is desirable to mount the reference sensors 125 such that they are not affected by the noise control.

[0049] As such, in some examples, tachometers may be desirable over engine vibration sensors as the engine vibration may be slightly affected by the actuator control forces of the actuators 124.

[0050] In examples, the error signals indicative of the residual noise / vibration from the microphones 118 and / or the vibration sensors 120. The electronic controller 122 then processes these signals along with the reference signal(s) to generate output signals of the appropriate phase and magnitude (anti -vibration) to drive the actuators 124 to cancel or counteract the engine vibration and reduce the acoustic noise inside the passenger cabin 105.

[0051] As shown in Figure 1, the actuators 124 are positioned within the fuselage 102 (e.g., inboard from the interior surface of the fuselage 102) at the engine attachment members 116A- 116F. This way, the actuators 124 are protected from an external environment of the aircraft 100 that could be subjected to extreme temperature variations. Also, the actuators 124 are positioned at locations where the engine attachment members 116A-116F provide ample space to mount the actuators 124.

[0052] The actuators 124 can be or include a linear actuator (e.g., a linear force generator), such as linear actuator 126 shown in Figure 4 attached to the engine attachment member 116C. In an example, the linear actuator 126 can include one or more linear inertial force generators that can create dynamic forces to cancel or counter vibration and noise generated by the engines 104, 106. The linear actuator 126 can include a plurality of active vibration countering elements attached to a yoke or bracket, for example. The linear actuator 126 can be Single Degree Of Freedom (SDOF) or Multiple Degree Of Freedom (MDOF) actuator, and may be tuned to have a passive resonance, which substantially coincides with the N 1 and / or N2 engine rotation and / or vibrations.

[0053] The actuators 124 can also be or include a rotary actuator (e.g., rotary force generator), such as rotary actuator 128A and rotary actuator 128B shown in Figure 4 attached at the engine attachment member 116A. The rotary actuators 128A, 128B can be circular force generators attached to respective engine attachment members, and are configured to provide a rotating force vector to counter or cancel the vibration of the engines 104, 106 and reduce or eliminate the associated noise. Particularly, a circular force generator can generate vibratory loads for the purposes of reducing or offsetting vibration in the fuselage 102.

[0054] In examples, the actuators 124 can include a combination of both types of actuators as shown in Figure 4. As such, linear actuators can be mounted at a set of engine attachmentmembers, while rotary actuators are mounted at a respective set of engine attachment members. In examples, both linear and rotary actuators can be mounted at the same engine attachment member. As such, the actuators 124 can be mounted to the engine attachment members in various configurations.

[0055] In the figures described next, the reference number “116” is used to refer to any of the engine attachment members 116A-116F. Also, the reference number “124” refers to any type of force generator, linear or rotary, the reference number “126” refers to any linear actuator or linear force generator, while the reference number “128” refers to any rotary actuator or rotary force generator.

[0056] Figure 5 illustrates the rotary actuator 128 attached at the engine attachment member 116, according to an example implementation. The rotary actuator 128 in Figure 5 is a circular force generator attached to the engine attachment member 116 and provides a rotating force vector (based on a command from the electronic controller 122 in response to signals from the various sensors) to attenuate noises within the fuselage 102 in the passenger cabin 105.

[0057] Figure 6 illustrates two rotary actuators 128A, 128B attached at the engine attachment member 116, according to an example implementation. The rotary actuators 128A, 128B in Figure 6 are two circular force generators placed on the engine attachment member 116. When the rotary actuators 128 A, 128B (the two circular force generators) rotate in opposite directions, they can provide bi-directional force in the plane of rotation to enhance countering the engine vibration and noise attenuation.

[0058] Figure 7 illustrates the linear actuator 126 attached at the engine attachment member 116, according to an example implementation. The linear actuator 126 in Figure 7 is a linear forcegenerator configured to provide a force in the outboard or radially outward or lateral direction from the fuselage 102 to counter any engine vibration generated in such direction.

[0059] Figure 8 illustrates the linear actuator 126 attached at the engine attachment member 116, according to an example implementation. The linear actuator 126 in Figure 8 is a linear force generator configured to provide a force in the vertical direction to counter any engine vibration generated in such direction.

[0060] In another example, the linear actuator 126 can be mounted at an angle between the lateral and vertical directions. For instance, the linear actuator 126 can be mounted at an angle of 45 degrees, or another angle that corresponds to an orientation of a strut or engine attachment member. This way, the linear actuator 126 may be mounted at an optimal angle that facilitates mitigating a particular vibration component.

[0061] Although Figure 7 illustrates the linear actuator 126 disposed in a lateral direction and Figure 8 illustrates the linear actuator 126 disposed in a vertical direction, other orientations are contemplated. For example, the linear actuator 126 can be mounted in a longitudinal direction that is orthogonal to the lateral and vertical directions. Such orientation may facilitate mitigating vibration and noise resulting from an axial thrust component of the engines, which aligns with the longitudinal direction of the fuselage.

[0062] Further, although the implementations shown in Figures 5-8 show either linear actuators or rotary actuators being used, in other example implementations a combination of linear and rotary actuators can be used to enhance attenuation of the engine vibration and noise as shown in Figure 4. The number, orientation, and positions of the actuators 124 can be optimized based on the type and configuration of the aircraft 100. Particularly, the number, orientation, and positionsof the actuators 124 can be determined in a manner that balances performance, weight, and cost of the ANVC system for a specific aircraft.

[0063] Regardless of the type of actuator, the actuators 124 are located proximate to or attached directly to the engine mounting frames 112, 114, particularly at the engine attachment members 116. These mounting locations have the advantage of being directly in or proximate the load path from the engines 104, 106 to the fuselage 102, and therefore allow the actuator forces to counter the engine vibration before it couples, or is transmitted, to the fuselage 102. The term “proximate the load path” is used herein to indicate one or more of the actuators 124 are mounted on or within a threshold distance (e.g., 12 inches) from the point where the engine attachment members 116 mate with the fuselage 102). Additionally, these locations allow the actuators 124 to be mounted inside the fuselage 102, which provides a less severe environment for the actuators 124 to operate (e g., less temperature swings). This can be beneficial both for performance and reliability of the actuators 124.

[0064] The actuators 124 can be mounted at the engine attachment members 116 in various configurations. When installing an ANVC system on a new aircraft that is in the design phase, mounting provisions can be built directly into the primary aircraft structure (e.g., the engine attachment members 116, or possibly the engine mounting frames 112, 114, etc.). However, for retrofit applications where the aircraft structure is set, mounting the actuators 124 can be more challenging. Figures 9-14 illustrate different example configurations for mounting the actuators 124.

[0065] Figure 9 illustrates an assembly 200 having the actuator 124 mounted to the engine attachment member 116 using long fasteners and an adapter bracket 202, according to an example implementation. As shown, the adapter bracket 202 (which can also be referred to as an interfacebracket) is fastened to the engine attachment members 116 with fasteners such as fastener 204 and fastener 206 (e.g., screws, bolts, or pins), and a collar or nut 208.

[0066] This configuration provides a solid force transmission path from the actuator 124 to the engine attachment member 116, and thus to the engine mounting frame 112 or the engine mounting frame 114, and the fuselage 102 to counter vibrations from the engines 104, 106.

[0067] In some examples where the aircraft 100 is being retrofitted with the ANVC system, fasteners such as the fasteners 204, 206 might not be removable. For instance, they might not be accessible for removal. In these examples, alternative mounting configurations can be used to avoid using the fasteners 204, 206 for coupling the adapter bracket 202 to the engine attachment member 116.

[0068] Figure 10 illustrates an assembly 300 having the actuator 124 mounted to the engine attachment member 116 using an adapter bracket 302 bonded to the engine attachment member 116, according to an example implementation. In the example implementation shown in Figure 10, the adapter bracket 302 includes three members: base bracket member 304, first side bracket member 306, and second side bracket member 308.

[0069] Members of the adapter bracket 302 can be bonded directly to the engine attachment member 116. In Figure 10, an adhesive layer 310 can be used to adhere or bond the base bracket member 304 to an interfacing base of the engine attachment member 116. Similarly, an adhesive layer 312 is used to adhere or bond the first side bracket member 306 to an interfacing side of the engine attachment member 116, and an adhesive layer 314 is used to adhere or bond the second side bracket member 308 to a respective interfacing side of the engine attachment member 116.

[0070] With this configuration, the adhesive layers 310, 312, 314 are placed on at least two orthogonal surfaces to ensure that the adhesive layers 310, 312, 314 do not peel. The shear strength of most adhesives is greater than the peel strength. As an example, the adhesive layers 310, 312, 314 can include a Very High Bond (VHB) tape, or any similar adhesive / glue.

[0071] In an example, the side bracket members 306, 308 can be coupled to the base bracket member 304 via fasteners such, as fastener 318. As the adapter bracket 302 is composed of three members pieces that are connected via the fastener(s) 318, effects of having flawed adhesive joints resulting from manufacturing tolerances of the parts can be mitigated. The fastener(s) 318 or additional fasteners can be used to couple the actuator 124 to the side bracket members 306, 308.

[0072] The base bracket member 304 further includes cutouts or holes, such as hole 316, to accommodate the fasteners 204, 206. This way, the adapter bracket 302 does not interfere with the fasteners 204, 206, and the fasteners 204, 206 do not need to be removed.

[0073] In some cases, it may be desirable to enhance the coupling of the adapter bracket 302 to the engine attachment member 116. In such cases, it may be desirable to use a clamping mechanism, while optionally using adhesive layers.

[0074] Figure 11 illustrates an assembly 400 having the actuator 124 mounted to the engine attachment member 116 using an adapter bracket 402 coupled to the engine attachment member 116 via a clamp, according to an example implementation. In the example implementation shown in Figure 11, the adapter bracket 402 is similar to the adapter bracket 302 and includes three members: the base bracket member 304, a first side bracket member 404, and a second side bracket member 406. The base bracket member 304, the first side bracket member 404, and the second side bracket member 406 can optionally be bonded to the engine attachment member 116 via the adhesive layers 310, 312, 314, respectively, as described above with respect to Figure 10.

[0075] The assembly 400 further includes a clamping mechanism configured to provide a clamping force between the adapter bracket 402 and the engine attachment member 116. In the example implementation shown in Figure 11, the first side bracket member 404 extends and bends to have an arm 408, such that the extension of the first side bracket member 404 has an inverted U-shape. In other words, a space is formed between the arm 408 and a main portion of the first side bracket member 404.

[0076] The assembly 400 includes a clamp 410 that couples the arm 408 to the engine attachment member 116. The clamp 410 includes a clamping interface member 412 mounted against the first side bracket member 404 of the adapter bracket 402, a biasing member 414 (e.g., a spring element) biasing the clamping interface member 412 toward the first side bracket member 404, and a screw 416 controls the clamping force against the adapter bracket 402. In examples, the clamp 410 can further include a swivel joint 418 interposed between the biasing member 414 and the clamping interface member 412, and a nut 420.

[0077] The clamp 410 can provide a deterministic preload to the clamping joint between the first side bracket member 404 (of the adapter bracket 402) and the engine attachment member 116 through the biasing member 414. The clamping interface member 412 can be made of a soft material (e.g., plastic or rubber) to avoid damaging the engine attachment member 116.

[0078] In the examples where the clamp 410 includes the swivel joint 418, the swivel joint 418 allows for some misalignment between the engine attachment member 116 and the adapter bracket 402. In these examples, the nut 420 can be used to pre-compress the biasing member 414 for installation. Once installed, the nut 420 could be loosened to allow the biasing member 414 to load the clamp joint between the first side bracket member 404 (of the adapter bracket 402) and the engine attachment member 116.

[0079] In an example, the second side bracket member 406 can be configured similar to the first side bracket member 404. In this example, another clamp 422 similar to the clamp 410 can be used to form a clamping joint between the second side bracket member 406 and the engine attachment member 116.

[0080] Various other clamping configurations could be used.

[0081] Figure 12A illustrates a cross-sectional view of an assembly 500 having the actuator 124 mounted to the engine attachment member 116 using an adapter bracket 502 coupled to the engine attachment member 116 via another clamp mechanism, Figure 12B illustrates a partial perspective exploded view of the assembly 500, and Figure 12C illustrates a partial cross-sectional view of the assembly 500 showing a clamp 504, according to an example implementation. In an example, as shown in Figure 12A, the adapter bracket 502 can be configured as a plate. In one example, such plate can be bonded to the engine attachment member 116 via the adhesive layer 310.

[0082] The assembly 500 includes several clamps such as the clamp 504 shown in Figure 12C. Referring to Figures 12B, 12C together, the clamp 504 includes a fastener 506 (e.g., screw, pin, bolt, etc.), a collar 508, a stud 510, a collet 512, and a nut 514. As shown, the stud 510 has an interior tapered surface, and the collet 512 has a corresponding exterior tapered surface configured to interface with the interior tapered surface of the stud 510. The fastener 506 and the collar 508 can be part of the aircraft 100, and they are configured to hold the engine attachment member 116 to the engine mounting frames 112, 114. The collet 512 is configured to clamp around the exterior surface of the collar 508 so that the actuator forces are transmitted to the structure without having to remove the fastener 506.

[0083] Forming the assembly 500 is described next with references to Figures 12A-12C together.To form the assembly 500, the stud(s) 510 are located around the collar(s) 508. The adapterbracket 502 (or plate) can be located with the adhesive layer 310 over the stud(s) 510. The collet(s) 512 are then installed or mounted (e.g., slid downward) within the stud(s) 510 such that their respective tapered surfaces interface and interact. The nut(s) 514 are then tightened over the stud(s) 510 to grip and compress the collar(s) 508 to a preset number of turns (e.g., a predetermined tightness past finger tightness) onto the collar(s) 508 to form the clamping joint.

[0084] Nut(s) 516 shown in Figure 12B are then tightened to attach the stud(s) 510 to the adapter bracket 502 (plate). An actuator mounting plate 518 is then installed to the adapter bracket 502 via respective fasteners. The actuators 124 (two rotary actuators are shown in Figure 12B as an example) are then installed to the actuator mounting plate 518 via respective fasteners.

[0085] The threads of the stud(s) 510, number of turns on the nut 514, and the taper angle and material properties of the collet(s) 512 determine the preload applied to the collar(s) 508. These parameters are selected such that the preload is enough to react the loads and moments the actuators 124 create.

[0086] In some aircraft, it may be desirable to mount the actuators 124 between engine attachment members 116 rather than directly on them. For example, there might not be sufficient space within or on the engine attachment members 116. In these applications, it may be desirable to position the actuators 124 proximate the engine attachment members 116 rather than directly on or within them. As such, placing the actuators 124 “at” the engine attachment members 116 encompasses placing the actuators 124 directly on or within the engine attachment members 116 or within a threshold distance (e.g., 2-5 inches) from the engine attachment members 116 such that the actuators 124 are substantially in or proximate the load path from the engines 104, 106 to the fuselage 102.

[0087] Figure 13 illustrates rotary actuators positioned in a bracket 600 extending between two engine attachment members, according to an example implementation. As shown, the aircraft 100 may include the bracket 600 that spans or extends between an engine attachment member 116G and an engine attachment member 116H, for example. In this case, a rotary actuator 128C is placed at (e.g., proximate) the engine attachment member 116G, and a rotary actuator 128D is placed at (e.g., proximate) the engine attachment member 116H. The rotary actuators 128C, 128D are particularly mounted within the bracket 600 between the engine attachment members 116G, 116H but are sufficiently proximate the engine attachment members 116G, 116H such that they are able to transmit loads directly to the engine attachment members 116G, 116H to counter engine vibration. Although rotary actuators are shown in Figure 13, linear actuators could be used.

[0088] Figure 14 illustrates linear actuators positioned in the bracket 600 extending between the engine attachment members 116G, 116H, according to an example implementation. As shown, a linear actuator 126A is placed at (e g., proximate) the engine attachment member 116G, and a linear actuator 126B is placed at (e.g., proximate) the engine attachment member 116H.

[0089] In the example implementation of Figure 14, the linear actuator 126A is a linear force generator configured to provide a force in the outboard or radially outward direction from the fuselage 102 to counter any engine vibration generated in such direction, while the linear actuator 126B is a linear force generator configured to provide a force in the vertical direction to counter any engine vibration generated in such direction. The linear actuators 126A, 126B are particularly mounted within the bracket 600 between the engine attachment members 116G, 116H but are sufficiently proximate the engine attachment members 116G, 116H such that they are able to transmit loads directly to the engine attachment members 116G, 116H to counter engine vibration.

[0090] Thus, advantageously, with the configurations shown in Figures 1-14, the actuators 124 (e.g., the linear actuators 126 and / or the rotary actuators 128) are placed at the engine attachment members 116 in an area with ample space, and are placed within the fuselage 102 such that they are not subjected to, and are thus protected from, the environment external to the fuselage 102 (atmospheric environment outside the aircraft 100).

[0091] Figure 15 is a block diagram of the aircraft 100 having an ANVC system 700, according to an example implementation. As described above, and shown schematically in Figure 15, the aircraft 100 includes the engines 104, 106 that are attached to the fuselage 102 via the pylons 108, 110, which are coupled to the engine attachment members 116 of the engine mounting frames 112, 114.

[0092] The ANVC system 700 includes the actuators 124 (e.g., the linear actuators 126, the rotary actuators 128, or a combination of both types of actuators) mounted at the engine attachment members 116. As depicted, the actuators 124 are mounted within the fuselage 102 such that they are protected from the external environment of the aircraft 100, while being mounted at a location where there is enough space to one or more actuators of one or more types as needed.

[0093] The engine attachment members 116 are integrated into or coupled to the engine mounting frames 112, 114. The engine attachment members 116 might be considered part of the ANVC system 700 in some examples.

[0094] The ANVC system 700 also includes sensors 702, which could include the microphones 118, the vibration sensors 120, the reference sensors 125 (e.g., tachometers) or a combination of these types of sensors disposed at particular locations within the passenger cabin 105 as described above. The ANVC system 700 also includes the electronic controller 122, which is configured to receive sensor signals indicative of noise resulting from vibration generated by the engines 104,106, and responsively send command signals to actuate the actuators 124 to counter the engine vibration generated by the engines 104, 106 and attenuate the noise within the passenger cabin105.

[0095] Figure 16 is a block diagram of the electronic controller 122, according to an example implementation. The electronic controller 122 may have processor(s) 802, a communication interface 804, and data storage 806, each connected to a communication bus 808. The electronic controller 122 may also include hardware to enable communication within the electronic controller 122 and between the electronic controller 122 and a communication bus of the aircraft 100, for example. The hardware may include transmitters, receivers, and antennas, for example.

[0096] The communication interface 804 may be a wireless interface and / or one or more wireline interfaces that allow for both short-range communication and long-range communication to one or more networks or to one or more remote devices (e.g., to allow communication with a communication bus of the aircraft 100). Such wireless interfaces may provide for communication under one or more wireless communication protocols, Bluetooth, Wi-Fi (e g., an institute of electrical and electronic engineers (IEEE) 402.11 protocol), Long-Term Evolution (LTE), cellular communications, near-field communication (NFC), and / or other wireless communication protocols. Wireline interfaces may include an Ethernet interface, a CAN network interface, a USB interface, or similar interface to communicate via a wire, a twisted pair of wires, a coaxial cable, an optical link, a fiber-optic link, or other physical connection to a wireline network. Thus, the communication interface 804 may be configured to receive input data from the communication bus of the aircraft 100, and may be configured to send output data to the communication bus. In that manner, the communication interface 804 or other communication ways may enable theelectronic controller 122 to receive information from the sensors 702 and send command signals to the actuators 124.

[0097] The data storage 806 may include or take the form of one or more computer-readable storage media that can be read or accessed by the processor(s) 802. The computer-readable storage media can include volatile and / or non-volatile storage components, such as optical, magnetic, organic or other memory or disc storage, which can be integrated in whole or in part with the processor(s) 802. The data storage 806 is considered non-transitory computer readable media. In some examples, the data storage 806 can be implemented using a single physical device (e.g., one optical, magnetic, organic or other memory or disc storage unit), while in other examples, the data storage 806 can be implemented using two or more physical devices.

[0098] The data storage 806 thus is a non-transitory computer readable storage medium, and executable instructions 810 are stored thereon. The executable instructions 810 include computer executable code. When the executable instructions 810 are executed by the processor(s) 802, the processor(s) 802 are caused to perform the operations of the electronic controller 122 described herein.

[0099] The processor(s) 802 may be a general-purpose processor or a special purpose processor (e g., digital signal processors, application-specific integrated circuits (ASIC), etc.). The processor(s) 802 may receive inputs from the communication interface 804, and process the inputs to generate outputs that are stored in the data storage 806. The processor(s) 802 can be configured to execute the executable instructions 810 (e g., computer-readable program instructions) that are stored in the data storage 806 and are executable to provide the functionality of the electronic controller 122 described herein.

[0100] Figure 17 is a flowchart of a method 900 for operating the aircraft 100 or the ANVC system 700, according to an example implementation. The method 900 can be implemented by the electronic controller 122, for example.

[0101] The method 900 may include one or more operations, or actions as illustrated by one or more of blocks 902-904. Although the blocks are illustrated in a sequential order, these blocks may in some instances be performed in parallel, and / or in a different order than those described herein. Also, the various blocks may be combined into fewer blocks, divided into additional blocks, and / or removed based upon the desired implementation.

[0102] In addition, for the method 900 and other processes and operations disclosed herein, the flowchart shows operation of one possible implementation of present examples. In this regard, each block may represent a module, a segment, or a portion of program code, which includes one or more instructions executable by a processor (e.g., the processor(s) 802 of the electronic controller 122) for implementing specific logical operations or steps in the process. The program code may be stored on any type of computer readable medium or memory, for example, such as a storage device including a disk or hard drive. The computer readable medium may include a non- transitory computer readable medium or memory, for example, such as computer-readable media that stores data for short periods of time like register memory, processor cache and Random Access Memory (RAM). The computer readable medium may also include non-transitory media or memory, such as secondary or persistent long term storage, like read only memory (ROM), optical or magnetic disks, compact-disc read only memory (CD-ROM), for example. The computer readable media may also be any other volatile or non-volatile storage systems. The computer readable medium may be considered a computer readable storage medium, a tangible storage device, or other article of manufacture, for example. In addition, for the method 900 and otherprocesses and operations disclosed herein, one or more blocks in Figure 17 may represent circuitry or digital logic that is arranged to perform the specific logical operations in the process.

[0103] At block 902, the method 900 includes receiving, at the electronic controller 122 of the aircraft 100, from the plurality of sensors (e.g., the reference sensors 125, the microphones 118, the vibration sensors 120, and / or the sensors 702), sensor information indicative of interior noise generated in the passenger cabin 105 due to engine vibration of the engine 104, 106 of the aircraft 100, wherein the aircraft 100 comprises one or more actuators (e.g., the actuators 124) disposed at respective engine attachment members (e.g., the engine attachment members 116) that couple the engine 104, 106 of the aircraft 100 to the fuselage 102 of the aircraft 100 such that the one or more actuators are mounted in or proximate a load path from the engine 1004, 106 to the fuselage 102, wherein the one or more actuators are disposed within the fuselage 102 such that the one or more actuators are protected from an external environment of the aircraft 100.

[0104] At block 904, the method 900 includes, responsively, sending, by the electronic controller 122, respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin 105.

[0105] The method 900 can further include any of the steps performed by the electronic controller 122 as described throughout herein.

[0106] The detailed description above describes various features and operations of the disclosed systems with reference to the accompanying figures. The illustrative implementations described herein are not meant to be limiting. Certain aspects of the disclosed systems can be arranged and combined in a wide variety of different configurations, all of which are contemplated herein.

[0107] Further, unless context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Thus, the figures should be generally viewed as component aspects of one or more overall implementations, with the understanding that not all illustrated features are necessary for each implementation.

[0108] Additionally, any enumeration of elements, blocks, or steps in this specification or the claims is for purposes of clarity. Thus, such enumeration should not be interpreted to require or imply that these elements, blocks, or steps adhere to a particular arrangement or are carried out in a particular order.

[0109] Further, devices or systems may be used or configured to perform functions presented in the figures. In some instances, components of the devices and / or systems may be configured to perform the functions such that the components are actually configured and structured (with hardware and / or software) to enable such performance. In other examples, components of the devices and / or systems may be arranged to be adapted to, capable of, or suited for performing the functions, such as when operated in a specific manner.

[0110] By the term “substantially” or “about” it is meant that the recited characteristic, parameter, or value need not be achieved exactly, but that deviations or variations, including for example, tolerances, measurement error, measurement accuracy limitations and other factors known to those with skill in the art, may occur in amounts that do not preclude the effect the characteristic was intended to provide.

[0111] The arrangements described herein are for purposes of example only. As such, those skilled in the art will appreciate that other arrangements and other elements (e.g., machines, interfaces, operations, orders, and groupings of operations, etc.) can be used instead, and some elements may be omitted altogether according to the desired results. Further, many of the elementsthat are described are functional entities that may be implemented as discrete or distributed components or in conjunction with other components, in any suitable combination and location.

[0112] While various aspects and implementations have been disclosed herein, other aspects and implementations will be apparent to those skilled in the art. The various aspects and implementations disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims, along with the full scope of equivalents to which such claims are entitled. Also, the terminology used herein is for the purpose of describing particular implementations only, and is not intended to be limiting.

[0113] Embodiments of the present disclosure can thus relate to one of the enumerated example embodiments (EEEs) listed below.

[0114] EEE 1 is a system for active noise and vibration control in an aircraft, the system comprising: one or more actuators disposed at respective engine attachment members that couple an engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate to a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; a plurality of sensors configured to provide sensor information indicative of interior noise generated in a passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, and responsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

[0115] EEE 2 is the system of EEE 1, wherein the plurality of sensors comprise: one or more microphones placed within the passenger cabin near passengers in the passenger cabin.

[0116] EEE 3 is the system of any of EEEs 1-2, wherein the plurality of sensors comprise: one or more vibration sensors placed on or near the respective engine attachment members; or one or more reference sensors mounted on or near the engine and used to provide a signal indicative of frequencies of the engine vibration, wherein the reference sensors comprise engine tachometers or one or more vibration sensors.

[0117] EEE 4 is the system of any of EEEs 1-3, wherein the plurality of sensors comprise a combination of one or more microphones placed within the passenger cabin near passengers, one or more tachometers mounted near the engine, and / or vibration sensors placed at the respective engine attachment members.

[0118] EEE 5 is the system of any of EEEs 1-4, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator providing a force (i) in an outboard direction from the fuselage to counter the engine vibration generated in the outboard direction, (ii) in a vertical direction to counter the engine vibration generated in the vertical direction, or (iii) the linear actuator is disposed at an angle between the vertical direction and the outboard direction.

[0119] EEE 6 is the system of any of EEEs 1-5, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator disposed in a longitudinal direction orthogonal to a vertical direction and a lateral direction.

[0120] EEE 7 is the system of any of EEEs 1-6, wherein the one or more actuators comprise: a rotary actuator configured as a circular force generator, providing a rotating force vector to counter the engine vibration.

[0121] EEE 8 is the system of EEE 7, wherein the rotary actuator is a first rotary actuator, and wherein the one or more actuators further comprise: a second rotary actuator mounted side by sidewith the first rotary actuator at the respective engine attachment member, wherein the first rotary actuator and the second rotary actuator are configured to rotate in opposite directions, thereby providing bi-directional force to counter the engine vibration.

[0122] The system of any of EEEs 1-8 can further include any of the features of the aircraft of EEEs 9-20.

[0123] EEE 9 is an aircraft comprising the system of any of EEEs 1-8. For example, the aircraft includes: a fuselage forming a passenger cabin therein; at least one engine mounted to the fuselage; respective engine attachment members that couple the at least one engine to the fuselage; one or more actuators disposed at the respective engine attachment members such that the one or more actuators are mounted in or proximate a load path from the at least one engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the fuselage; a plurality of sensors configured to provide sensor information indicative of interior noise generated within the passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, and responsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by engine vibration, thereby attenuating the interior noise within the passenger cabin.

[0124] EEE 10 is the aircraft of EEE 9, further comprising: an engine mounting frame that extends inboard inside the fuselage, wherein the engine mounting frame comprises the respective engine attachment members.

[0125] EEE 11 is the aircraft of EEE 10, wherein the engine mounting frame is a forward engine mounting frame, and wherein the aircraft further comprises: a rearward engine mounting framethat extends inboard inside the fuselage, wherein the rearward engine mounting frame comprises one more engine attachment members of the respective engine attachment members.

[0126] EEE 12 is the aircraft of any of EEEs 9-11, wherein the respective engine attachment members comprise: a first engine attachment member and a second engine attachment member, wherein the aircraft further comprises: a bracket extending between the first engine attachment member and the second engine attachment member, wherein the one or more actuators are disposed within the bracket.

[0127] EEE 13 is the aircraft of any of EEEs 9-12, wherein an actuator of the one or more actuators is mounted to an adapter bracket, which is coupled to an engine attachment member of the respective engine attachment members.

[0128] EEE 14 is the aircraft of EEE 13, wherein the adapter bracket is (i) bolted to the engine attachment member via at least one bolt, or (ii) bonded to the engine attachment member via at least one adhesive layer.

[0129] EEE 15 is the aircraft of EEE 14, wherein the adapter bracket comprises: a base bracket member; a first side bracket member; and a second side bracket member, wherein respective adhesive layers bond the base bracket member, the first side bracket member, and the second side bracket member to the engine attachment member, such that at least two adhesive layers are placed on two orthogonal surfaces.

[0130] EEE 16 is the aircraft of any of EEEs 13-15, wherein the adapter bracket is coupled to the engine attachment member via a clamp comprising: a clamping interface member mounted against the adapter bracket; a biasing member biasing the clamping interface member toward the adapter bracket; and a screw that controls a clamping force against the adapter bracket.

[0131] EEE 17 is the aircraft of EEE 16, further comprising: a swivel joint interposed between the biasing member and the clamping interface member.

[0132] EEE 18 is the aircraft of any of EEEs 13-17, wherein the adapter bracket is coupled to the engine attachment member via a clamp comprising: a collar mounted to the engine attachment member; a stud mounted around the collar and having an interior tapered surface, wherein the adapter bracket is mounted over the stud; a collet having an exterior tapered surface interfacing with the interior tapered surface of the stud; and a nut tightened over the stud to grip and compress the collar.

[0133] EEE 19 is the aircraft of any of EEEs 9-18, wherein the plurality of sensors comprise: (i) one or more microphones placed within the passenger cabin near passengers, (ii) one or more tachometers mounted near the engine, (iii) one or more vibration sensors placed at the respective engine attachment members, or (iv) a combination of the one or more microphones, the one or more tachometers, and the one or more vibration sensors.

[0134] EEE 20 is the aircraft of any of EEEs 9-19, wherein the one or more actuators comprise: (i) one or more linear actuator configured as linear force generators providing respective forces in an outboard or vertical direction or angled between the outboard direction and vertical or longitudinal direction from the fuselage, (ii) one or more rotary actuators configured as circular force generators, providing respective rotating force vectors to counter the engine vibration, or (iii) a combination of the one or more linear actuators and the one or more rotary actuators.

[0135] EEE 21 is the system of any of EEEs 1-8 or the aircraft of any of EEEs 9-19, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator disposed at an angle between a vertical direction and a lateral (outboard) direction.

[0136] EEE 22 is the system of any of EEEs 1 -8 or the aircraft of any of EEEs 9-19, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator disposed orthogonal to a vertical direction and a lateral (outboard) direction.

[0137] EEE 23 is a method of operating the system of any of EEEs 1-8 or the aircraft of any of EEEs 9-19. For example, the method comprises: receiving, at an electronic controller of an aircraft, from a plurality of sensors, sensor information indicative of interior noise generated in a passenger cabin due to engine vibration of an engine of the aircraft, wherein the aircraft comprises one or more actuators disposed at respective engine attachment members that couple the engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; and responsively, sending, by the electronic controller, respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

[0138] EEE 24 is the method of EEE 23, wherein: the plurality of sensors comprise: (i) one or more microphones placed within the passenger cabin near passengers, (ii) one or more tachometers mounted near the engine, (iii) one or more vibration sensors placed at the respective engine attachment members, or (iv) a combination of the one or more microphones, the one or more tachometers mounted near the engine, and the one or more vibration sensors; the one or more actuators comprise: (i) one or more linear actuator configured as linear force generators providing respective forces in an outboard or vertical direction or angled between an outboard direction and vertical or longitudinal direction from the fuselage, (ii) one or more rotary actuators configured as circular force generators, providing respective rotating force vectors, or (iii) a combination of theone or more linear actuators and the one or more rotary actuators; and sending, by the electronic controller, the respective commands signals to the one or more actuators comprises generating one or more linear or rotary forces that cancel the interior noise and / or the engine vibration.

Claims

CLAIMSWhat is claimed is:

1. A system for active noise and vibration control in an aircraft, the system comprising: one or more actuators disposed at respective engine attachment members that couple an engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; a plurality of sensors configured to provide sensor information indicative of interior noise generated in a passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, and responsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

2. The system of claim 1, wherein the plurality of sensors comprise: one or more microphones placed within the passenger cabin near passengers in the passenger cabin.

3. The system of claim 1, wherein the plurality of sensors comprise: one or more vibration sensors placed on or near the respective engine attachment members; or one or more reference sensors mounted on or near the engine and used to provide a signal indicative of frequencies of the engine vibration, wherein the reference sensors comprise engine tachometers or one or more vibration sensors.

4. The system of claim 1, wherein the plurality of sensors comprise a combination of one or more microphones placed within the passenger cabin near passengers, one or more tachometers mounted near the engine, and / or one or more vibration sensors placed at the respective engine attachment members.

5. The system of claim 1, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator providing a force (i) in an outboard direction from the fuselage to counter the engine vibration generated in the outboard direction, (ii) in a vertical direction to counter the engine vibration generated in the vertical direction, or (iii) the linear actuator is disposed at an angle between the vertical direction and the outboard direction.

6. The system of claim 1, wherein the one or more actuators comprise: a linear actuator configured as a linear force generator disposed in a longitudinal direction orthogonal to a vertical direction and a lateral direction .

7. The system of claim 1, wherein the one or more actuators comprise: a rotary actuator configured as a circular force generator, providing a rotating force vector to counter the engine vibration.

8. The system of claim 7, wherein the rotary actuator is a first rotary actuator, and wherein the one or more actuators further comprise: a second rotary actuator mounted side by side with the first rotary actuator at a respective engine attachment member, wherein the first rotary actuator and the second rotary actuator are configured to rotate in opposite directions, thereby providing bi-directional force to counter the engine vibration.

9. An aircraft comprising: a fuselage forming a passenger cabin therein; at least one engine mounted to the fuselage; respective engine attachment members that couple the at least one engine to the fuselage; one or more actuators disposed at the respective engine attachment members such that the one or more actuators are mounted in or proximate a load path from the at least one engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the fuselage; a plurality of sensors configured to provide sensor information indicative of interior noise generated within the passenger cabin due to engine vibration; and an electronic controller performing operations comprising: receiving the sensor information from the plurality of sensor, andresponsively, sending respective commands signals to actuate the one or more actuators to counter the interior noise generated by engine vibration, thereby attenuating the interior noise within the passenger cabin.

10. The aircraft of claim 9, further comprising: an engine mounting frame that extends inboard inside the fuselage, wherein the engine mounting frame comprises the respective engine attachment members.

11. The aircraft of claim 10, wherein the engine mounting frame is a forward engine mounting frame, and wherein the aircraft further comprises: a rearward engine mounting frame that extends inboard inside the fuselage, wherein the rearward engine mounting frame comprises one more engine attachment members of the respective engine attachment members.

12. The aircraft of claim 9, wherein the respective engine attachment members comprise: a first engine attachment member and a second engine attachment member, wherein the aircraft further comprises: a bracket extending between the first engine attachment member and the second engine attachment member, wherein the one or more actuators are disposed within the bracket.

13. The aircraft of claim 9, wherein an actuator of the one or more actuators is mounted to an adapter bracket, which is coupled to an engine attachment member of the respective engine attachment members.

14. The aircraft of claim 13, wherein the adapter bracket is (i) bolted to the engine attachment member via at least one bolt, or (ii) bonded to the engine attachment member via at least one adhesive layer.

15. The aircraft of claim 14, wherein the adapter bracket comprises: a base bracket member; a first side bracket member; and a second side bracket member, wherein respective adhesive layers bond the base bracket member, the first side bracket member, and the second side bracket member to the engine attachment member, such that at least two adhesive layers are placed on two orthogonal surfaces.

16. The aircraft of claim 13, wherein the adapter bracket is coupled to the engine attachment member via a clamp comprising: a clamping interface member mounted against the adapter bracket; a biasing member biasing the clamping interface member toward the adapter bracket; and and a screw that controls a clamping force against the adapter bracket.

17. The aircraft of claim 16, further comprising: a swivel joint interposed between the biasing member and the clamping interface member.

18. The aircraft of claim 13, wherein the adapter bracket is coupled to the engine attachment member via a clamp comprising: a collar mounted to the engine attachment member;a stud mounted around the collar and having an interior tapered surface, wherein the adapter bracket is mounted over the stud; a collet having an exterior tapered surface interfacing with the interior tapered surface of the stud; and a nut tightened over the stud to grip and compress the collar.

19. A method comprising: receiving, at an electronic controller of an aircraft, from a plurality of sensors, sensor information indicative of interior noise generated in a passenger cabin due to engine vibration of an engine of the aircraft, wherein the aircraft comprises one or more actuators disposed at respective engine attachment members that couple the engine of the aircraft to a fuselage of the aircraft such that the one or more actuators are mounted in or proximate a load path from the engine to the fuselage, wherein the one or more actuators are disposed within the fuselage such that the one or more actuators are protected from an external environment of the aircraft; and responsively, sending, by the electronic controller, respective commands signals to actuate the one or more actuators to counter the interior noise generated by the engine vibration, thereby attenuating the interior noise within the passenger cabin.

20. The method of claim 19, wherein: the plurality of sensors comprise: (i) one or more microphones placed within the passenger cabin near passengers, (ii) one or more tachometers mounted near the engine, (iii) one or more vibration sensors placed at the respective engine attachment members, or (iv) a combination of theone or more microphones, the one or more tachometers mounted near the engine, and the one or more vibration sensors, the one or more actuators comprise: (i) one or more linear actuator configured as linear force generators providing respective forces in an outboard or vertical direction or angled between an outboard direction and vertical or longitudinal direction from the fuselage, (ii) one or more rotary actuators configured as circular force generators, providing respective rotating force vectors, or (iii) a combination of the one or more linear actuators and the one or more rotary actuators, and sending, by the electronic controller, the respective commands signals to the one or more actuators comprises generating one or more linear or rotary forces that cancel the interior noise and / or the engine vibration.

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