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Air Resonance of Bearingless Rotor Helicopter with Elastomeric Damper in

Forward Flight

Article  in  Journal of Aircraft · June 2017

DOI: 10.2514/1.C034388

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 JOURNAL OF AIRCRAFT
Engineering Notes
Air Resonance of Bearingless Rotor
Helicopter with Elastomeric Damper in
Forward Flight
Junhao Zhang∗ and Pinqi Xia†
Nanjing University of Aeronautics and Astronautics, 210016
Nanjing, People’s Republic of China
DOI: 10.2514/1.C034388
Downloaded by NANJING UNIV OF AERONAUTICS/ on June 26, 2017 | http://arc.aiaa.org | DOI: 10.2514/1.C034388
I. Introduction
W HEN a helicopter is in forward flight, the interaction between
rotor and fuselage may cause the occurrence of air resonance,
a self-excited vibration [1]. Because air resonance may happen in soft
in-plane hingeless and bearingless rotors, the stability of air
resonance of the rotors needs to be analyzed [2–4].
Installing the elastomeric dampers in the rotor hub is an effective
method to improve the stability of air resonance. However, its
dynamic characteristics may vary with the amplitude of excitation,
showing strong nonlinearity. Nonlinear dynamic models of the
elastomeric damper can be simply categorized into frequency domain
and time domain models. For frequency domain models [5,6], the
complex modulus property of the elastomeric damper can be
accurately predicted, but the calculated hysteretic property differs
from experimental results [7]. Compared with other time domain
models, which fail to accurately predict the hysteretic property under
large amplitude excitations [8] and in which it is difficult to identify
model parameters from experimental data [9], the nonlinear anelastic
displacement field (ADF) model [10] can accurately capture the
complex modulus properties and hysteretic properties of the
elastomeric damper.
In previous papers about air resonance analysis of bearingless rotor
helicopters with nonlinear elastomeric dampers in forward flight
[11,12], the models failed to accurately capture the nonlinear
characteristics of the elastomeric damper. Besides, previous papers
were mainly focused on using the Floquet theory to analyze the air
resonance stability in forward flight. The linearization process in
Floquet theory made the calculated results hard to fully show the
nonlinear characteristics of the dynamic model.
In this Note, the nonlinear ADF model [10] was successfully
incorporated into the dynamic model of a bearingless rotor and
fuselage coupled system for the air resonance analysis. The Fourier-
series-based moving block damping identification technique was
used for the transient perturbation method to analyze the stability of
air resonance. The air resonance stability of the bearingless rotor with
elastomeric damper was computed to study the influence of nonlinear
characteristics of the elastomeric damper. The effects of the
Received 24 January 2017; revision received 3 April 2017; accepted for
publication 9 April 2017; published online 26 June 2017. Copyright © 2017
by the American Institute of Aeronautics and Astronautics, Inc. All rights
reserved. All requests for copying and permission to reprint should be
submitted to CCC at www.copyright.com; employ the ISSN 0021-8669
(print) or 1533-3868 (online) to initiate your request. See also AIAA Rights
and Permissions www.aiaa.org/randp.
*Ph.D. Candidate, Laboratory of Rotorcraft Aeromechanics, College of
Aerospace Engineering.
† modulus and strain–stress hysteretic curves, has few model
Professor, Laboratory of Rotorcraft Aeromechanics, College of Aerospace
Engineering; xiapq@nuaa.edu.cn (Corresponding Author).
Article in Advance / 1
elastomeric damper’s structural parameters and the fuselage’s roll
damping on the air resonance stability were also investigated to
further reveal the motion phenomenon of air resonance of bearingless
rotors with elastomeric damper.
II. Air Resonance Modeling
In this Note, the bearingless rotor and fuselage coupled system and
the elastomeric damper were separately modeled. Then, the dynamic
equations of the elastomeric damper were introduced into the
dynamic equations of the bearingless rotor and fuselage coupled
system to obtain the dynamic equations of the bearingless rotor,
elastomeric damper, and fuselage as an integrated system.
A. Dynamic Model of Bearingless Rotor and Fuselage System
The moderate deflection beam theory was used to build the
structural model of a bearingless rotor blade. The sectional
aerodynamic forces of the blade were modeled by using two-
dimensional quasi-steady aerodynamic theory. The fuselage was
assumed as a rigid body with roll motion α and pitch motion ϕ. The
aeroelastic dynamic equations of the rotor and fuselage coupled
system were derived by using the Hamilton principle [13]. The
schematic of the air resonance model is shown in Fig. 1, where X F ,
Y F , ZF is the fuselage coordinate system; XH , Y H , ZH is the hub
coordinate system; and K α , Kϕ and Cα , Cϕ are the stiffness and
damping of the fuselage in roll and pitch motions.
As shown in Fig. 1, the bearingless rotor allows the flap, lag, and
torsion motion of main blade by the deformation of the flexbeam,
which links the main blade to the hub. The torsionally stiff cuff
envelops the flexbeam and can transmit the pitch operation from the
pitch link to the main blade. The elastomeric damper is installed
between the flexbeam and cuff and is able to increase the frequency
and damping of blade lag motion. The lag pin linked to the hub and
the end of cuff can produce the pitch–lag coupling motion to increase
the damping of blade lag motion.
The 15-degree-of-freedom (DOF) beam element [14] is used to
discretize the bearingless rotor blade by using the finite element
method. Following the derivation in [13], the dynamic equation of the
ith blade has the following form:
Mib X
ib
Cib X_ ib
Kib Xib
Mibf X
f
Cibf X_ f
Kibf X f  Fib (1)
where X ib is the DOF of the ith blade; X f is the DOF of the fuselage;
Mib , Cib , and Kib are the mass, damping, and stiffness matrices of the
ith blade; Mibf , Cibf , and K ibf are the blade–fuselage coupled matrices
of the ith blade; and Fib is the external force vector of the ith blade.
The dynamic equation of the fuselage is
Mf X
f
Cf X_ f
Kf X f
X
Nb

Mifb X
ib
Cifb X_ ib
K ifb Xib   Ff (2)
i1
where N b is the number of blades; Mifb , Cifb , and K ifb are the
fuselage–blade coupled matrices of the ith blade; Mf , Cf , and Kf are
the mass, damping, and stiffness matrices of the fuselage; and Ff is
the external force vector of the fuselage.
B. Nonlinear ADF Model of Elastomeric Damper
Compared with any other models of elastomeric dampers, the
nonlinear ADF model [10] can more accurately predict the complex
parameters, and is easy to be introduced in the dynamic equations of
 2 Article in Advance / ENGINEERING NOTES

To apply the nonlinear ADF model to a bearingless rotor, the

Hub ZH dynamic equation of the elastomeric damper presented in [10] needs
center Ω to be transformed:
XH ψ Φ
Md u

Cd u_
K d u  Fd (5)
YH w
u v where
zcg
0 1 0 1
m∕3 m∕6 0 0 0 0
ZF
Body B C dA B C
C.G. C
φ Kφ φ Md  @ m∕6 m∕3 0 A; Cd  @ 0 0 0 A;
L
XF 0 0 0 0 0 1
α 0 1 0 1 0 1
YF Kα k −k −k f1 u1
Cα B C B C B C
Kd  @ −k k k A; F d  @ f 2 A; u  @ u2 A
lag pin elastomeric
flexbeam S-S
damper −k k Q F1 ΔuA
S
flexbeam A m  ρAL, k  K u A∕L, Q  K a1 Ku A∕L, F1  −dAKd2 σ A 3 , and
Downloaded by NANJING UNIV OF AERONAUTICS/ on June 26, 2017 | http://arc.aiaa.org | DOI: 10.2514/1.C034388

cuff L F2  dAKd2 σ A 3 ; ρ, A, and L are the density, contact area, and

thickness of the elastomeric material, respectively; and u1 and u2 are
the physical displacements at the connecting points between the cuff
and elastomeric damper and between the flexbeam and elastomeric
pitch link damper, respectively. The anelastic displacement difference between
S blade
hub the ends of elastomeric damper is ΔuA  uA1 − uA2 . Using ΔuA , rather
Fig. 1 Schematic of bearingless rotor and fuselage coupled dynamic
than uA1 and uA2 , as the DOF of the elastomeric damper, the singularity
model. of the matrices can be avoided when introducing the nonlinear ADF
model into a bearingless rotor helicopter.

the rotor system. As shown in Fig. 2, a nonlinear ADF d is arranged in
parallel to a nonlinear spring Ku , and then connected to another
nonlinear spring Ka in series.
The parameters of mechanical elements in the nonlinear ADF
model are as follows:
8 by introducing Eq. (5) into Eqs. (1) and (2).
< Ku  Ku1
K u2 ε2
Ku3 ε4
Ku4 ε − εA 2
K  Ka1 − 1K u
: a
d  Ka1 K u1 ∕K d1
The constitutive equations of the nonlinear ADF model are as
follows:
(
σ  Ku ε − εA 
σ A  Ku ε − K a1 εA 
ε_ A  σ A ∕d
Kd2 σ A 3
where σ and ε are the stress and strain of the elastomeric damper, and
σ A and εA are the stress and strain of the ADF. Besides the circular
frequency of excitation K d1 , the rest of the model parameters K u1 ,
Ku2 , Ku3 , Ku4 , Ka1 , and Kd2 need to be identified from experimental
strain–stress hysteretic curves. An improved particle swarm
optimization method based on a special fitness function [15] is
used here for the parameter identification of the nonlinear
ADF model.
C. Dynamic Model of Bearingless Rotor, Elastomeric Damper, and
Fuselage Coupled System
According to the compatibility conditions at the connecting points
of the elastomeric damper to cuff and flexbeam, the bearingless rotor,
elastomeric damper, and fuselage coupled equations can be obtained
The coupled dynamic equation of the ith blade is as follows:
(3)
 ib X
ib
C ib X_ ib
K ib X ib
K ibd X id
Mibf X
f
M

Cibf X_ f
K ibf Xf  Fib (6)
where X id is the motion of the elastomeric damper in the ith blade,
also referred to as ΔuA in Eq. (5); M
 ib , C ib , and K ib are mass, damping,
and stiffness matrices of the ith blade after the implementation of the
(4) nonlinear ADF model; and K ibd is blade–elastomeric damper coupled
stiffness matrix of the ith blade.
The dynamic equation of the elastomeric damper in the ith blade is
as follows:
K idb Xib
C id X_ id
K id Xid  F id (7)
where K idb is the elastomeric damper–blade coupled stiffness matrix
of the ith blade; and C id and K id are the damping and stiffness matrices
of the elastomeric damper in the ith blade.
No modification in the dynamic equation of fuselage (2) needs to
be made for the introduction of the ADF model.

III. Transient Perturbation Method for

Fig. 2 Schematic of nonlinear ADF model.
Air Resonance Analysis
The air resonance analysis of the bearingless rotor consists of three
parts: modal, coupled trim, and stability analysis. The modal analysis
of the bearingless rotor blade is first conducted to determine the first
five mode shapes that are used for the modal reduction of dynamic
equations to increase the computational efficiency. Then, the Newton–
Raphson iterative algorithm and time finite element algorithm are used
for the coupled trim analysis to determine the steady responses and
pitch control of the rotor at the given advance ratio.
After obtaining the steady responses of the rotor, the transient
perturbation method [16] is used to compute the air resonance
stability of the bearingless rotor in forward flight. The transient
perturbation method does not linearize the equation and is able to
 Article in Advance / ENGINEERING NOTES 3

simulate the nonlinear dynamic characteristics in the model. The

Newmark-beta algorithm is used to calculate the transient response.
After computing the lag modal responses ξi of all blades, the response
of the rotor regressing lag mode ξ1c can be obtained by making the
multiblade coordinate transformation.
When the response reaches a steady state, the excitation is removed
to compute the free response of the rotor regressing lag mode ξ1c . The
Fourier-series-based moving block method [17] is used to identify
the damping of the rotor regressing lag mode from ξ1c . The amplitude
of the finite Fourier transform of ξ1c , Fω1c ξ ; τ, is determined by
using the following equations:
Z    Fig. 3 Validation of the damping of regressing lag mode.
1 τ
3T 1cξ 2πt
Fc ω1c
ξ ; τ  ξ 1c t 1 − cos cosω1cξ t dt (8)
2 τ 3T 1c
ξ

Z   
τ
3T 1c
Downloaded by NANJING UNIV OF AERONAUTICS/ on June 26, 2017 | http://arc.aiaa.org | DOI: 10.2514/1.C034388

1 ξ 2πt
Fs ω1c
ξ ; τ  ξ1c t 1 − cos sinω1c
ξ t dt (9)
2 τ 3T 1c
ξ

q
ξ ; τ 
Fω1c Fc ω1c ξ ; τ
Fs ωξ ; τ
2 1c 2 (10)

where
   Fig. 4 Variation of ε0 and εa with advance ratio.
1 2πt
1 − cos 1c
2 3T ξ

is used to conduct the Hanning window on ξ1c for improving the

ξ ; τ is
accuracy of identification. The natural logarithm of Fω1c

ξ ; τ  −ζωξ τ
const  sτ
const

ln Fω1c 1c
(11)

where ζ is the modal damping ratio, s  −ζω1c ξ equals the real part of
the modal eigenvalue calculated by using the eigenanalysis method.
By calculating the slope of ln Fω1c
ξ ; τ about time τ, the modal
damping s can be determined and the process of identification is
completed. When s < 0, the system is stable; on the contrary, when
s > 0, the system is unstable.
Fig. 5 Variation of damping of regressing lag mode with advance ratio.

IV. Results and Discussions

A. Validation of Air Resonance Model B. Air Resonance Results with Elastomeric Damper
The bearingless rotor model without elastomeric damper in [18] In forward flight, the dynamic characteristic of the elastomeric
was used to validate the accuracy of the air resonance model and damper is influenced by its trimmed steady response. The steady
analytical method. The main parameters of the helicopter model are response of the strain of the elastomeric damper equals
listed in Table 1. The variation of the damping of the regressing lag ε0
εa sinΩt
φd , where ε0 and εa are the static offset and
mode with advance ratio is shown in Fig. 3. It can be seen that the dynamic amplitude of elastomeric damper. The variations of ε0 and
calculated damping of the regressing lag mode agrees well with εa with advance ratio are shown in Fig. 4. It shows that, when the
experimental results and varies slightly with the increase of the advance ratio is above 0.3, εa increases sharply with the advance
advance ratio. ratio, leading to a great change in the dynamic characteristic of the
elastomeric damper.
Table 1 Parameters of After the coupled trim analysis, the influence of nonlinear
bearingless rotor helicopter characteristics of the elastomeric damper on the damping of the
regressing lag mode is calculated and shown in Fig. 5. It can be seen
Parameters Value that the installation of the elastomeric damper increases the damping
Number of blade N b 4 of the regressing lag mode, and the damping of the regressing lag
Rotor rotational speed Ω, rpm 817 mode decreases sharply due to the sharp increase in the dynamic
Rotor radius R, m 0.914 amplitude of the elastomeric damper when the advance ratio is
Flexbeam length lfb ∕R 0.167
Chord/Radius c∕R 0.085
above 0.3.
Hub vertical offset zc.g. ∕R 0.297
Pitch inertia Iα ∕m0 R3 10.271 C. Influence of Elastomeric Damper’s Parameters
Roll inertia Iϕ ∕m0 R3 1.762 As two main structural parameters of the elastomeric damper,
Pitch frequency fα, Hz 0.38 thickness L and contact area A (shown in Fig. 1) have important
Roll frequency fϕ, Hz 0.95
influences on the dynamic characteristic of the elastomeric damper
Pitch damping ratio cα 1.8%
Roll damping ratio cϕ 1.2% and the stability of air resonance in forward flight. Their influences on
the steady response of the elastomeric damper and the damping of the
 4 Article in Advance
regressing lag mode are shown in Figs. 6 and 7, respectively.
Compared with Fig. 4, Fig. 6 shows that the increase of A has limited
effect on the steady response of the elastomeric damper, and the
increase of L decreases εa when the advance ratio is above 0.3.
Figure 7a shows that increasing the contact area of the elastomeric
damper obviously increases the damping of the regressing lag mode,
but the damping of the regressing lag mode still decreases sharply
above the advance ratio of 0.3. Figure 7b shows that increasing the
thickness of the elastomeric damper slightly decreases the damping
of the regressing lag mode for the advance ratio below 0.3 and
increases the damping of the regressing lag mode for the advance
ratio above 0.3, indicating that the influence of nonlinear
Downloaded by NANJING UNIV OF AERONAUTICS/ on June 26, 2017 | http://arc.aiaa.org | DOI: 10.2514/1.C034388
Fig. 6 Influences of structural parameters on the steady response of
elastomeric damper: a) 1.4A and b) 1.4L.
Fig. 7 Influences of structural parameters on the damping of regressing
lag mode: a) 1.4A and b) 1.4L.
/ ENGINEERING NOTES
characteristics of the elastomeric damper on the stability of air
resonance is alleviated.
D. Influence of Fuselage Damping
In forward flight, due to the interaction between rotor and fuselage,
the variation of fuselage damping has influences on the transient
responses of rotor and fuselage. The influences of roll damping cϕ on
the responses of the regressing lag mode ξ1c and fuselage roll modes
ϕ at the advance ratio of 0.4 and 0.25 were calculated and are shown
in Figs. 8 and 9, respectively.
It can be seen from Fig. 8 that, when the advance ratio is 0.4, if cϕ
keeps invariant, after removing the excitation, the responses of the
Fig. 8 Transient responses for the advance ratio of 0.4: a) cϕ and
b) 0.4cϕ .
Fig. 9 Transient responses for the advance ratio of 0.25: a) cϕ and
b) 0.4cϕ .
 Article in Advance
regressing lag mode and roll modes decay gradually to a constant
value. If cϕ decreases to 0.4cϕ , after removing the excitation, the
response of regressing lag mode that is caused by the excitation
gradually decays. However, due to the deficiency of roll damping, the
response of the roll modes diverges gradually and the response of the
regressing lag mode cannot decay, showing the phenomenon of air
resonance.
When the advance ratio is 0.25, the damping provided by the
elastomeric damper does not decrease yet. Figure 9 shows that the
decrease of roll damping has limited effect on the responses of the
regressing lag and roll modes. The responses of regressing lag mode
caused by the excitation decay rapidly, whereas the response of the
roll modes decays gradually. It is because of the sufficiency of
regressing lag damping that the decrease of roll damping from cϕ to
0.4cϕ does not cause the occurrence of air resonance for the advance
ratio of 0.25.
Downloaded by NANJING UNIV OF AERONAUTICS/ on June 26, 2017 | http://arc.aiaa.org | DOI: 10.2514/1.C034388
V. Conclusions
1) The elastomeric damper can improve the air resonance stability
of a bearingless rotor helicopter in forward flight, but due to its
nonlinear characteristics, the damping provided by the elastomeric
damper decreases with the increase of advance ratio, leading to a
decrease in the damping of the regressing lag mode.
2) As two main parameters of the elastomeric damper, contact area
and thickness have important influences on the air resonance stability
in forward flight. Enlarging the contact area can improve the damping
of the regressing lag mode. Increasing the thickness of the
elastomeric damper can decrease the dynamic amplitude of the
elastomeric damper, the damping of the rotor regressing lag mode,
and the nonlinear effects of the elastomeric damper on the stability of
air resonance.
3) At high advance ratio, the damping provided by the elastomeric
damper decreases. Decreasing the roll damping easily causes the
divergence of transient responses of the roll and regressing lag
modes, showing the phenomenon of air resonance. At low advance
ratio, the damping provided by the elastomeric damper is sufficient.
Decreasing the damping of the roll modes has limited influence on the
transient response of the regressing lag mode, and it is hard to cause
the occurrence of air resonance.
Acknowledgment
This study has been supported by the Natural Science Foundation
of China (Grant 11572150).
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