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NASA
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2118
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NASA
Technical
Paper
2118

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AVRADCOM
Technical
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The Vibration Characteristi$An==

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of a Coupled Helicopter
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Rotor-Fuselage by a
Finite Element Analysis
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January 1983

Michael J. Rutkowski

TECH LIBRARY KAFB, N M

NASA
Technical
Paper
2118

AVRADCOM
Technical
Report
82-A-15

0334994

The Vibration Characteristics

of a Coupled Helicopter
Rotor-Fuselage by a
Finite Element Analysis

1983
Michael J. Rutkowski
Aeromechanics Laboratory
A VRADCOM Research and Technology Laboratories
Ames Research Center
Moffett Field, California

NASA

National Aeronautics
and Space Administration

Scientific and Technical

Information Branch

CONTENTS

Page

....................................
SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MATHEMATICAL MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RESULTS AND DISCUSSION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Eigenanalyses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coupled R o t o r - F u s e l a g e R e s p o n s e . . . . . . . . . . . . . . . . . . . . .
Responses at n p e r R e v . . . . . . . . . . . . . . . . . . . . . . . . .
A p p r o x i m a t e Uncoupled R e s p o n s e . . . . . . . . . . . . . . . . . . . . . .
CONCLUDING REMARKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APPENDIX A .
DERIVATION OF ELEMENT MATRICES . . . . . . . . . . . . . . . . . .
APPENDIX B .
ELEMENT MATRICES . . . . . . . . . . . . . . . . . . . . . . . . .
SYMBOLS

APPENDIX C
REFERENCES

.......................
..................................

.
EQUATIONS

OF MOTION

1
1
3
3
4
7
8
10
11
13
16
20

23

iii

SYMBOLS

a i r f o i l l i f t c u r v e s l o p e , 27r p e r r a d i a n
matrix r e l a t i n g

t o { q ) , e q u a t i o n (A2)

c o l l e c t i v e b l a d e modes
number of b l a d e s
aerodynamic damping m a t r i x
modal aerodynamic damping m a t r i x , e q u a t i o n (C10)
C

b l a d e chord, m

[CI

element aerodynamic damping m a t r i x , e q u a t i o n s (A20) and (B4)

E1

b e n d i n g s t i f f n e s s , e q u a t i o n (All) , N o m 2
element b e n d i n g s t i f f n e s s p o l y n o m i a l c o e f f i c i e n t s , i
e q u a t i o n (All) , N - m 2

F = Fo s i n u t

0,1,2,3,

u n i f o r m l y d i s t r i b u t e d harmonic l o a d , N
hub r e a c t i o n f o r c e , N
symmetric f u s e l a g e modes
s t r u c t u r a l damping c o e f f i c i e n t
i d e n t i t y matrix

(-1)

/2

s t i f f n e s s matrix
centrifugal s t i f f n e s s matrix
elastic s t i f f n e s s matrix

spring constant, N/m

e l e m e n t c e n t r i f u g a l s t i f f n e s s m a t r i x , e q u a t i o n s ( A 1 6 ) and (B3)
e l e m e n t e l a s t i c s t i f f n e s s m a t r i x , e q u a t i o n s (A8) and (B2)
aerodynamic l i f t p e r u n i t l e n g t h , e q u a t i o n (A17), N/m
b l a d e element l e n g t h , m
m a s s matrix

e l e m e n t m a s s p e r u n i t l e n g t h , e q u a t i o n ( A l O ) , kg/m
V

e l e m e n t m a s s m a t r i x , e q u a t i o n s (A9) and ( B 1 )
element m a s s polynomial c o e f f i c i e n t s , i
kg/m

mi

0 , 1 , 2 , 3 , equation (AlO),

per revolution
nodal load vector
modal l o a d v e c t o r , e q u a t i o n (C13)

a p p l i e d l o a d d i s t r i b u t i o n , N/m

[P 1

e l e m e n t l o a d m a t r i x e q u a t i o n s (A23) and (B5)

iwt
{ q l = {qole

nodal displacement v e c t o r

Cy>

tqole

iwt

modal d i s p l a c e m e n t v e c t o r , e q u a t i o n ( C 1 4 )

d i s t a n c e from c e n t e r of r o t a t i o n t o b l a d e t i p , m

d i s t a n c e from a x i s of r o t a t i o n , m

c e n t r i f u g a l t e n s i o n , e q u a t i o n s (A13) a n d ( A 1 4 ) , N
k i n e t i c energy, equation ( A 5 ) , kg*m2/sec2
t i m e , sec

bending s t r a i n energy, equation ( A 4 ) , Nom

c e n t r i f u g a l s t i f f n e s s s t r a i n energy, equation (A15)
m a t r i x of r e a l o r t h o g o n a l modes
displacement i n t h e

XY

direction, m

c o o r d i n a t e s y s t e m , f i g u r e 1, m

6W

v i r t u a l work of t h e a p p l i e d aerodynamic l o a d , e q u a t i o n ( A 1 8 ) , N o m

6W

v i r t u a l work of t h e a p p l i e d s i n u s o i d a l l o a d

real eigenvalue

xla

p,

a i r d e n s i t y , kg/m3

r o t o r speed, rad/sec

frequency, rad/sec

wA

a n t i r e s o n a n t frequency, rad/sec

vi

p , equation ( A Z l ) , N-m

modal f r e q u e n c y , r a d / s e c

a /ax
a/at
a m p l i t u d e of e x c i t a t i o n o r r e s p o n s e
matrix
t r a n s p o s e of a m a t r i x
diagonal square matrix
vector

vii

THE VIBRATION CHARACTERISTICS O F A COUPLED HELICOPTER

ROTOR-FUSELAGE BY A F I N I T E ELEMENT ANALYSIS

M i c h a e l J. Rutkowski
Ames R e s e a r c h C e n t e r
and
Aeromechan'ics L a b o r a t o r y
AVRADCOM R e s e a r c h and Technology L a b o r a t o r i e s

SW R Y

The dynamic c o u p l i n g between t h e r o t o r s y s t e m and t h e f u s e l a g e of a s i m p l i f i e d

h e l i c o p t e r model i n h o v e r i s a n a l y t i c a l l y i n v e s t i g a t e d . Mass, aerodynamic damping,
and e l a s t i c and c e n t r i f u g a l s t i f f n e s s matrices a r e p r e s e n t e d f o r t h e a n a l y t i c a l
model; t h e model i s b a s e d on a beam f i n i t e e l e m e n t , w i t h polynomial m a s s and s t i f f n e s s d i s t r i b u t i o n s f o r b o t h t h e r o t o r and f u s e l a g e r e p r e s e n t a t i o n s . F o r t h i s
a n a l y t i c a l model, o n l y symmetric f u s e l a g e and c o l l e c t i v e b l a d e d e g r e e s of freedom
a r e t r e a t e d . R e a l and complex e i g e n a n a l y s e s a r e c a r r i e d o u t t o o b t a i n c o u p l e d
r o t o r - f u s e l a g e n a t u r a l modes and f r e q u e n c i e s a s a f u n c t i o n of r o t o r s p e e d . Vibrat i o n response r e s u l t s are obtained f o r t h e coupled system s u b j e c t e d t o a r a d i a l l y
uniform, harmonic b l a d e l o a d i n g . The c o u p l e d r e s p o n s e r e s u l t s a r e compared w i t h
r e s p o n s e r e s u l t s from a n uncoupled a n a l y s i s i n which hub l o a d s f o r a n i s o l a t e d
r o t o r s y s t e m s u b j e c t e d t o t h e s a m e s i n u s o i d a l b l a d e l o a d i n g as t h e c o u p l e d s y s t e m
are a p p l i e d t o a f r e e - f r e e f u s e l a g e . I t i s shown t h a t a l t h o u g h t h e f u s e l a g e
r e s p o n s e as a f u n c t i o n of f o r c i n g f r e q u e n c y and r o t o r speed i s s i m i l a r i n t h e two
cases, t h e r e s p o n s e s r e s u l t i n g from t h e a p p r o x i m a t e , uncoupled a n a l y s i s a r e s i g n i f i c a n t l y g r e a t e r t h a n t h o s e r e s u l t i n g from t h e c o u p l e d a n a l y s i s . Thus, i t i s n e c e s s a r y
t o c a r r y o u t a coupled r o t o r - f u s e l a g e a n a l y s i s i n o r d e r t o a c c u r a t e l y p r e d i c t t h e
f u s e l a g e v i b r a t i o n response.

INTRODUCTION

V i b r a t i o n i s a s e r i o u s problem i n m i l i t a r y and c i v i l i a n h e l i c o p t e r s .
It causes
s t r u c t u r a l f a t i g u e and f a i l u r e , i n c r e a s e s m a i n t e n a n c e and o p e r a t i o n a l c o s t s , i m p a i r s
p e r f o r m a n c e , and h a s i m p o r t a n t human f a c t o r i m p l i c a t i o n s . S u r p r i s i n g l y , however,
v i b r a t i o n r e d u c t i o n e f f o r t s d u r i n g t h e o r i g i n a l d e s i g n of most h e l i c o p t e r s are n o t
s i g n i f i c a n t . Too o f t e n i t r e m a i n s f o r l a t e r and c o s t l y f l i g h t - t e s t programs t o
i d e n t i f y v i b r a t i o n problems and t o s u g g e s t f i x e s - f o r example, t h e a d d i t i o n of v i b r a t i o n a b s o r b e r s o r , i f n e c e s s a r y , even structuralmodifications.
I n addition t o t h e
c o s t s t h e y impose, t h e s e a d hoc f i x e s u s u a l l y c a r r y w i t h them a w e i g h t p e n a l t y t h a t
reduces e i t h e r payload o r range o r both.
T h e r e are many s o u r c e s o f v i b r a t i o n e x c i t a t i o n i n a h e l i c o p t e r - f o r example,
e n g i n e and g e a r b o x v i b r a t o r y f o r c e s , t a i l - r o t o r e x c i t a t i o n , r o t o r m a s s i m b a l a n c e , and
r o t o r wake impingement - b u t m a i n - r o t o r e x c i t a t i o n i s u s u a l l y t h e most s i g n i f i c a n t .
T h i s e x c i t a t i o n r e s u l t s from a c o m b i n a t i o n o f phenomena s u c h as h o v e r o r forward
f l i g h t aerodynamics, r o t o r i n f l o w , hub m o t i o n , b l a d e dynamics, and c o u p l e d r o t o r f u s e l a g e dynamics. U n f o r t u n a t e l y , t h e c o m p l e t e h e l i c o p t e r v i b r a t i o n problem i s

v i r t u a l l y i m p o s s i b l e t o p r e d i c t , as y e t , b e c a u s e of i t s s t r u c t u r a l , as w e l l as a e r o dynamic, complexity.
To make t h e h e l i c o p t e r v i b r a t i o n problem more t r a c t a b l e , s i m p l i f y i n g assumptions
must be made. T y p i c a l l y , t h e r o t o r system and t h e f u s e l a g e are a n a l y z e d s e p a r a t e l y
and t h e n a t t e m p t s are made t o account f o r r o t o r - f u s e l a g e c o u p l i n g .
F i r s t , hub f o r c e s
and moments are o b t a i n e d f o r a n i s o l a t e d e l a s t i c r o t o r r i g i d l y s u p p o r t e d a t t h e hub
and s u b j e c t e d t o aerodynamic l o a d s . The hub l o a d s are t h e n a p p l i e d t o a f l e x i b l e
f u s e l a g e , s u c h as a NASTRAN f i n i t e element model, and r e s p o n s e s are t h e n c a l c u l a t e d
a t d i f f e r e n t p o i n t s on t h e f u s e l a g e . T h i s p r o c e d u r e i s a q u e s t i o n a b l e one, however,
because i t does n o t account f o r r o t o r - f u s e l a g e coupling.
I n r e f e r e n c e 1, i t i s noted
t h a t even i n t r o d u c i n g an e q u i v a l e n t r o t o r m a s s , a l t h o u g h i t g i v e s a somewhat b e t t e r
a p p r o x i m a t i o n , s t i l l does n o t a d e q u a t e l y r e p r e s e n t t h e coupled r o t o r - f u s e l a g e s y s tem.
Thus, t h e r e a p p e a r s t o be no v i a b l e a l t e r n a t i v e t o c a r r y i n g o u t a coupled
r o t o r - f u s e l a g e a n a l y s i s when one i s i n v e s t i g a t i n g f u s e l a g e r e s p o n s e t o r o t o r
excitation.
R e c e n t l y , s e v e r a l coupled r o t o r - f u s e l a g e a n a l y s e s w e r e c a r r i e d o u t u s i n g s i m p l e
m a t h e m a t i c a l models i n o r d e r t o g a i n i n s i g h t i n t o t h e p h y s i c s of t h e coupled v i b r a t i o n problem ( r e f s . 1 - 4 ) .
I n r e f e r e n c e 1, a coupled r o t o r - a i r f r a m e a n a l y s i s based
on an impedance matching method i s d e s c r i b e d . T h i s a n a l y s i s i s t h e n a p p l i e d t o a
s i m p l e , s i n g l e - r o t o r example and t o p r e d i c t i n g v i b r a t i o n i n t h e Model 347 h e l i c o p t e r .
The r o l e of r o t o r impedance i n r o t o r c r a f t v i b r a t i o n i s a s s e s s e d i n r e f e r e n c e 2 by
Hohenemser-and Yin.
I n p a r t i c u l a r , t h e y show t h a t t h e u s u a l approximation whereby
dynamic f o r c e s and moments f o r a r i g i d l y s u p p o r t e d i s o l a t e d r o t o r a r e a p p l i e d t o a
f l e x i b l e a i r f r a m e can l e a d t o l a r g e e r r o r s i n v i b r a t i o n p r e d i c t i o n s .
In their
improved method, Hohenemser and Yin u s e t h e r o t o r impedance t o c o r r e c t t h e dynamic
r o t o r f o r c e and moment i n p u t s t o t h e a i r f r a m e . T h i s work w a s extended by Hsu and
P e t e r s ( r e f . 3 ) who performed a coupled r o t o r - a i r f r a m e a n a l y s i s u s i n g harmonic b a l ance by matching f u s e l a g e impedance w i t h r o t o r impedances ( f l a p p i n g o n l y ) c a l c u l a t e d
f o r a wide r a n g e of r o t o r parameters.
The r e s u l t s of t h e s e a n a l y s e s show t h a t hub
motions have t h e i r g r e a t e s t e f f e c t on t h e hub l o a d s of r e l a t i v e l y s t i f f r o t o r s . A
harmonic b a l a n c e s o l u t i o n w a s a l s o used by Kunz ( r e f . 4 ) i n a f u l l y coupled r o t o r c r a f t v i b r a t i o n a n a l y s i s which showed t h e s i g n i f i c a n t e f f e c t s of rotor-body c o u p l i n g
upon hub p i t c h i n g moment.
The o b j e c t i v e of t h e p r e s e n t work i s t o extend t h e p r e v i o u s a n a l y s e s ( r e f s . 1-4)
by c a r r y i n g o u t a q u a l i t a t i v e examination of b o t h t h e b a s i c r o t o r - f u s e l a g e c o u p l i n g
mechanism and t h e e f f e c t of t h i s dynamic c o u p l i n g on f u s e l a g e response.
This r e p o r t
p r e s e n t s t h e r e s u l t s of an i n v e s t i g a t i o n i n t o t h e dynamic c o u p l i n g between t h e r o t o r
system and t h e f u s e l a g e of a s i m p l i f i e d beam-model h e l i c o p t e r . The r o t o r - f u s e l a g e
model used i n t h i s a n a l y s i s i s based on a two-degree-of-freedom
(transverse deflect i o n and r o t a t i o n ) beam f i n i t e element w i t h polynomial m a s s and s t i f f n e s s p r o p e r t i e s .
Both r e a l and complex e i g e n a n a l y s e s are c a r r i e d o u t t o o b t a i n t h e symmetric f u s e l a g e
modes and t h e b l a d e c o l l e c t i v e modes as a f u n c t i o n of r o t o r speed. Mode s h a p e s , as
w e l l a s modal f r e q u e n c i e s , a r e o b t a i n e d i n b o t h t h e r e a l and complex a n a l y s e s .
In
t h e complex e i g e n a n a l y s e s , damping f o r t h e r o t o r i n hover i s i n t r o d u c e d u s i n g q u a s i s t e a d y s t r i p - t h e o r y aerodynamics. I n a d d i t i o n t o t h e s e e i g e n a n a l y s e s , t h i s r e p o r t
a l s o d e s c r i b e s f o r c e d r e s p o n s e v i b r a t i o n r e s u l t s f o r t h e case of a r a d i a l l y uniform,
harmonic l o a d a p p l i e d t o t h e r o t o r . R e s u l t s from c o u p l e d , as w e l l as uncoupled,
r o t o r - f u s e l a g e r e s p o n s e a n a l y s e s are p r e s e n t e d and compared t o d e m o n s t r a t e t h e import a n c e of dynamic c o u p l i n g . These r e s u l t s a r e p r e s e n t e d i n s e v e r a l d i f f e r e n t f o r m a t s
i n c l u d i n g two- and t h r e e - d i m e n s i o n a l p l o t s and c o n t o u r p l o t s .

Because of t h e r e l a t i v e s i m p l i c i t y of t h e model used i n t h e s e a n a l y s e s , t h e

p r e s e n t work c o n s i d e r s o n l y symmetric motion of t h e r o t o r and f u s e l a g e . N o n e t h e l e s s ,
t h e r e i s s t i l l a g r e a t d e a l t h a t c a n b e l e a r n e d from t h e r e s u l t s of t h e s e a n a l y s e s .
The model's s i m p l i c i t y a l l o w s one t o e a s i l y g e n e r a t e r e s p o n s e s a t any node p o i n t for
a l a r g e number of f o r c i n g f r e q u e n c i e s a t many r o t o r speeds.

MATHEMATICAL MODEL

The b a s i c s t r u c t u r a l element used t o model t h e r o t o r and t h e f u s e l a g e i n t h i s

a n a l y s i s i s t h e beam-bending f i n i t e e l e m e n t , as d e s c r i b e d i n r e f e r e n c e 5. For s i m p l i c i t y , t h i s element ( f i g . l), which i s based on a c u b i c polynomial d i s p l a c e m e n t
f u n c t i o n , i n c l u d e s t r a n s v e r s e d i s p l a c e m e n t s and r o t a t i o n s i n one p l a n e o n l y . The
element mass, damping, and s t i f f n e s s matrices used i n t h i s a n a l y s i s are d e r i v e d i n
appendix A and p r e s e n t e d i n appendix B.
The u s u a l uniform e l a s t i c s t i f f n e s s and cons i s t e n t m a s s matrices have been extended t o a l l o w f o r up t o a c u b i c polynomial variat i o n i n b o t h t h e element m a s s and s t i f f n e s s p r o p e r t i e s .
I n a d d i t i o n , t h e rotor-blade
elements a l s o i n c l u d e c e n t r i f u g a l s t i f f n e s s matrices and aerodynamic damping matrices
based on q u a s i - s t e a d y s t r i p t h e o r y .
Both of t h e s e b l a d e element matrices v a r y w i t h
r o t o r speed.
S t r u c t u r a l damping i s i n c l u d e d i n b o t h t h e r o t o r and t h e f u s e l a g e
elements.
Because of t h e r e l a t i v e s i m p l i c i t y of t h e beam f i n i t e element used t o model t h e
r o t o r and f u s e l a g e , t h e p r e s e n t i n v e s t i g a t i o n c o n s i d e r s only t h e r o t o r - i n d u c e d v e r t i c a l s h e a r l o a d s t h a t a r e t r a n s m i t t e d t o t h e f u s e l a g e . The l o n g i t u d i n a l and l a t e r a l
f o r c e s , which c a u s e p i t c h i n g and r o l l i n g i n an a c t u a l h e l i c o p t e r , a r e n o t i n c l u d e d
h e r e . T h e r e f o r e , t h i s c o u p l e d a n a l y s i s i s r e s t r i c t e d t o symmetric l o a d i n g s and model
c o n f i g u r a t i o n s s o t h a t o n l y t h e c o l l e c t i v e r o t o r modes and symmetric f u s e l a g e bending
modes are e x c i t e d .
The e q u a t i o n s of motion f o r t h e r e a l and complex e i g e n a n a l y s e s and t h e f o r c e d r e s p o n s e a n a l y s e s are g i v e n i n appendix C.
I n t h e f o r c e d - r e s p o n s e a n a l y s e s , i n addit i o n t o t h e aerodynamic l o a d i n g , t h e r o t o r system i s s u b j e c t e d t o a d i s t r i b u t e d h a r monic l o a d . Although i n t h e p r e s e n t a n a l y s i s a r a d i a l l y uniform l o a d w a s c o n s i d e r e d ,
a l o a d d i s t r i b u t i o n t h a t v a r i e s l i n e a r l y o r q u a d r a t i c a l l y w i t h b l a d e s p a n , as w e l l as
one o r more p o i n t - l o a d s a p p l i e d t o t h e r o t o r o r t h e f u s e l a g e o r b o t h , c o u l d b e cons i d e r e d . The p r e s e n t i n v e s t i g a t i o n c a n r e a d i l y b e extended t o a s t u d y of t h e s e n s i t i v i t y of coupled r o t o r - f u s e l a g e v i b r a t i o n s t o s m a l l v a r i a t i o n s i n g e o m e t r i c , i n e r t i a l ,
and s t i f f n e s s p a r a m e t e r s .
I n a d d i t i o n , n a t u r a l a n t i r e s o n a n c e s , a s w e l l as t h e e f f e c t
of i n t r o d u c i n g a n i s o l a t o r between t h e r o t o r and t h e f u s e l a g e , c o u l d a l s o be
investigated.
The r o t a t i n g beam m a t h e m a t i c a l model used i n t h i s a n a l y s i s h a s been v a l i d a t e d
f o r a n i s o l a t e d r o t o r b l a d e i n r e f e r e n c e 6 . R e a l e i g e n v a l u e and e i g e n v e c t o r r e s u l t s
o b t a i n e d u s i n g t h e beam element and a c u b i c polynomial d i s p l a c e m e n t f u n c t i o n w e r e
compared w i t h t h e n e a r l y e x a c t r e s u l t s o b t a i n e d u s i n g a h i g h e r - o r d e r f i n i t e element
f o r s e v e r a l r o t a t i n g beam examples.

RESULTS AND DISCUSSION

The beam model r e p r e s e n t a t i o n of t h e b a s i c c o n f i g u r a t i o n used i n t h i s coupled

r o t o r - f u s e l a g e a n a l y s i s i s shown i n f i g u r e 2 .
T h i s model c o n s i s t s of a h i n g e l e s s

r o t o r -made up of two 5-element r o t a t i n g beams c a n t i l e v e r e d i n bending t o a lumped

m a s s hub - connected by a l i n e a r s p r i n g t o t h e m i d p o i n t of a 10-element f u s e l a g e .
A 5-element r e p r e s e n t a t i o n of t h e b l a d e s w a s chosen b e c a u s e i t h a s been shown t o
g i v e f r e q u e n c i e s w i t h i n 1%of t h e exact v a l u e s f o r t h e f i r s t t h r e e r o t a t i n g modes
( r e f . 6).
F i g u r e 2 a l s o shows t h e l o c a t i o n of t h e r o t o r and f u s e l a g e node p o i n t s f o r
t h e p r e s e n t c o n f i g u r a t i o n . The b l a d e s are e a c h 7.62 m (25.0 f t ) l o n g w i t h uniform
m a s s and s t i f f n e s s d i s t r i b u t i o n s of 14.17 kg/m (0.30 s l u g s / f t ) and 82,600 Nom2
(200,000 l b * f t 2 ) , r e s p e c t i v e l y , and t h e c o n c e n t r a t e d hub h a s a m a s s of 233.5 kg
(16.0 s l u g s ) . I n t h e p r e s e n t c o n f i g u r a t i o n t h e c o n n e c t i o n between t h e r o t o r and t h e
f u s e l a g e i s assumed t o b e e s s e n t i a l l y r i g i d , and, t h e r e f o r e , t h e c o n n e c t i n g s p r i n g
h a s a r e l a t i v e l y h i g h s p r i n g c o n s t a n t , k , of 1 . 4 6 ~ 1 0N/m
~ ~ ( 1 . 0 0 ~ 1 0l~b~/ f t ) .
The
f l e x i b l e f u s e l a g e i s 12.2 m (40.0 f t ) l o n g w i t h t h e nonuniform, b u t symmetric, m a s s
and s t i f f n e s s d i s t r i b u t i o n s shown i n f i g u r e s 3 and 4 , r e s p e c t i v e l y . These m a s s ,
s t i f f n e s s , and g e o m e t r i c p r o p e r t i e s w e r e chosen t o d e m o n s t r a t e some of t h e dynamic
c o u p l i n g c h a r a c t e r i s t i c s o f coupled r o t o r - f u s e l a g e systems and s t i l l t o g i v e frequency
placements t h a t are r e p r e s e n t a t i v e of t y p i c a l h e l i c o p t e r s h a v i n g a nominal o p e r a t i n g
r o t o r speed of R = 30 r a d / s e c .
I n a d d i t i o n , a r e a s o n a b l y t y p i c a l rotor-plus-hub m a s s
t o f u s e l a g e m a s s r a t i o of 0.11 w a s chosen.
F i n a l l y , i n the response analyses, i n
a d d i t i o n t o t h e aerodynamic damping i n t h e b l a d e s , s t r u c t u r a l damping of 6 % h a s been
assumed throughout t h e r o t o r - f u s e l a g e i n o r d e r t o r e d u c e t h e magnitudes of t h e r e s o nance peaks i n t h e r e s p o n s e p l o t s .

Eigenanalyses
N a t u r a l frequencies- The uncoupled and coupled modal f r e q u e n c i e s as a f u n c t i o n
of r o t o r speed a r e p r e s e n t e d i n f i g u r e 5 ( a ) f o r t h e r o t o r and f u s e l a g e w i t h o u t s t r u c t u r a l o r aerodynamic damping. A l s o shown i n t h e f i g u r e a r e t h e ( d o t t e d ) nP l i n e s
(n = 1 , 2 , 3 , 4 ) where t h e modal f r e q u e n c y i s e q u a l t o t h e r o t o r speed o r one o f i t s
harmonics. The boundary c o n d i t i o n s o r t h e uncoupled systems w e r e t a k e n t o be f r e e f r e e f o r t h e f u s e l a g e and hub-fixed f o r t h e r o t o r , s i n c e t h e s e boundary c o n d i t i o n s
most c l o s e l y approximate t h e a c t u a l boundary c o n d i t i o n s of e a c h component i n t h e
coupled system f o r t h e t y p i c a l rotor-mass/fuselage-mass r a t i o c o n s i d e r e d . For t h e
uncoupled f r e e - f r e e f u s e l a g e , f i g u r e 5 ( a ) shows t h e two symmetric bending f r e q u e n c i e s
(F1 and F2) t o be independent of r o t o r speed. The uncoupled, c o l l e c t i v e f l a p r o t o r
modes (B1, B,, and B 3 ) , on t h e o t h e r hand, i n c r e a s e s i n f r e q u e n c y as r o t o r speed i s
i n c r e a s e d and, c o n s e q u e n t l y , as c e n t r i f u g a l s t i f f e n i n g i s i n c r e a s e d . Furthermore,
when t h e f u s e l a g e and r o t o r a r e uncoupled, t h e c u r v e s of r o t o r f l a p and f u s e l a g e bendi n g f r e q u e n c i e s a r e s e e n t o c r o s s as t h e f l a p s t i f f n e s s i n c r e a s e s .
S i m i l a r frequenc i e s are o b t a i n e d f o r t h e coupled r o t o r - f u s e l a g e system e x c e p t where t h e r o t o r and
f u s e l a g e couple. When t h e f u s e l a g e and r o t o r are e l a s t i c a l l y c o u p l e d , t h e f r e q u e n c i e s
are c l o s e t o t h e i r uncoupled v a l u e s o n l y when t h e f r e q u e n c i e s are w i d e l y s e p a r a t e d .
When a r e g i o n where t h e uncoupled f r e q u e n c i e s c r o s s i s approached, t h e frequency
c u r v e s f o r t h e coupled modes b e g i n t o d i v e r g e and approach t h e f r e q u e n c y c u r v e s of
t h e companion modes.
I n t h e p r e s e n t p a p e r t h i s r e g i o n of modal c o u p l i n g i s r e f e r r e d
t o as a r e g i o n of modal c o a l e s c e n c e .
Here, f o r t h e in vacuo c a s e , f i g u r e 5 ( a ) shows
t h a t t h e uncoupled f r e q u e n c i e s a r e poor approximations t o t h e a c t u a l coupled frequenc i e s , e s p e c i a l l y n e a r where t h e second fuselage-bending mode c o u p l e s w i t h t h e second
r o t o r f l a p mode.
The e f f e c t of r o t o r aerodynamic damping on t h e uncoupled r o t o r and t h e coupled
r o t o r - f u s e l a g e system f r e q u e n c i e s i s shown i n f i g u r e 5 ( b ) . Except f o r t h e r e d u c t i o n
of t h e f i r s t rotor-flap-mode frequency from above 1 P t o below lP, r o t o r aerodynamic
damping does n o t have a n a p p r e c i a b l e e f f e c t on t h e uncoupled r o t o r modes. For t h e
coupled r o t o r - f u s e l a g e system, however, t h e a d d i t i o n of aerodynamic damping r e s u l t s

i n a s i g n i f i c a n t change i n t h e s h a p e of t h e c u r v e s i n t h e r e g i o n of t h e r o t o r f u s e l a g e mode frequency c r o s s i n g s . F i g u r e 5 ( c ) shows t h a t i n t h e p r e s e n c e of aerodynamics, t h e e f f e c t of r o t o r - f u s e l a g e c o u p l i n g i s less t h a n i t i s i n t h e in vacuo

case. T h e r e f o r e , w i t h r o t o r aerodynamic damping i n c l u d e d , t h e uncoupled r o t o r and
f u s e l a g e f r e q u e n c i e s are a somewhat b e t t e r approximation t o t h e coupled system
frequencies.
Mode shapesof modal c o u p l i n g
modes c o u p l e . I n
looked e f f e c t s of

Mode-shape p l o t s a r e p r e s e n t e d t o b e t t e r i l l u s t r a t e t h e phenomenon
and, i n p a r t i c u l a r , t o show what happens when r o t o r and f u s e l a g e
a d d i t i o n , mode-shape p l o t s are u s e f u l i n showing t h e o f t e n overaerodynamic damping and out-of-phase modal c o n t e n t on c o u p l i n g .

In any d i s c u s s i o n of mode s h a p e s one i n e v i t a b l y f a c e s t h e problem of how t o name

o r l a b e l d i f f e r e n t modes t h a t c o u p l e and "cross" on t h e frequency-versus-rotor-speed
plot.
Some l i b e r t i e s must b e t a k e n a t t i m e s , s i n c e a t modal c r o s s i n g s i n d i v i d u a l
mode i d e n t i t i e s may become l o s t o r ambiguous. For example, modes c o u l d b e l a b e l e d t o
r e p r e s e n t t h e o r d e r of v a l u e of mode n a t u r a l f r e q u e n c i e s , t h a t i s , mode 1, mode 2 ,
e t c . For a g i v e n " p h y s i c a l mode," however, such a mode number changes a t frequency
c o a l e s c e n c e s ; f o r example, t h e " f i r s t r o t o r - f l a p mode" s t a r t s o f f as mode 1 a t low
r o t o r speed and s w i t c h e s t o mode 2 a t h i g h r o t o r speed. I n t h i s r e p o r t , modes w i l l
b e r e f e r r e d t o by t h e i r dominant p h y s i c a l c h a r a c t e r i s t i c .
The e i g e n v e c t o r s f o r t h e f i r s t two r o t o r c o l l e c t i v e f l a p modes are shown in f i g u r e s 6 ( a ) and 6 ( b ) , and t h e f i r s t two f u s e l a g e symmetric bending modes a r e shown i n
f i g u r e s 6 ( c ) and 6 ( d ) . The mode shapes f o r t h e s e f o u r modes are p r e s e n t e d f o r e a c h
of t h r e e c o n d i t i o n s :
(1) e i t h e r an uncoupled hub-fixed r o t o r in vaeuo o r an uncoupled
f r e e - f r e e f u s e l a g e ; ( 2 ) coupled r o t o r - f u s e l a g e in vacuo; and ( 3 ) coupled r o t o r f u s e l a g e w i t h r o t o r aerodynamic damping i n c l u d e d . The mode s h a p e s f o r e a c h case,
e x c e p t t h e two uncoupled f u s e l a g e modes, which are independent of r o t o r s p e e d , a r e
p r e s e n t e d f o r a r a n g e of r o t o r s p e e d s . For t h e coupled r o t o r - f u s e l a g e system w i t h
aerodynamic damping i n c l u d e d , b o t h t h e r e a l and imaginary p a r t s of t h e complex mode
s h a p e s a r e p l o t t e d f o r r o t o r s p e e d s from 0 t o 6 0 r a d / s e c .
I n most c a s e s t h e imaginary
p a r t s of t h e mode s h a p e s , which come e n t i r e l y from aerodynamic and s t r u c t u r a l damping,
a r e s m a l l ; as a r e s u l t , t h e mode s h a p e s are e s s e n t i a l l y r e a l and d i f f e r only s l i g h t l y
from t h e mode s h a p e s t h a t w e r e o b t a i n e d from a r e a l e i g e n a n a l y s i s w i t h damping
neglected.
Consider f i r s t t h e modes of t h e i s o l a t e d r o t o r b l a d e t h a t are shown i n f i g u r e s 6 ( a ) and 6 ( b ) . Of t h e s e two uncoupled modes, which change somewhat w i t h r o t o r
s p e e d , t h e change i n t h e f i r s t r o t o r mode shape as r o t o r speed i n c r e a s e s i s most
apparent ( f i g . 6 ( a ) ) .
I n i t i a l l y , a t z e r o r o t o r s p e e d , t h e mode shape of e a c h b l a d e
i s t h a t of a uniform c a n t i l e v e r beam. Then, as r o t o r speed i n c r e a s e s , t h e r o t o r b l a d e s t i f f n e s s i n c r e a s e s b e c a u s e of i n c r e a s e d c e n t r i f u g a l f o r c e s , and t h e b l a d e
mode shape approaches a s t r a i g h t l i n e . S i m i l a r l y , t h e second uncoupled r o t o r mode
a l s o t e n d s t o f l a t t e n o u t as r o t o r speed i s i n c r e a s e d ( f i g . 6 ( b ) ) .
The f i r s t two symmetric bending modes f o r t h e uncoupled f r e e - f r e e f u s e l a g e are
shown i n f i g u r e s 6 ( c ) and 6 ( d ) . These modes do n o t change shape as r o t o r speed
i n c r e a s e s , s i n c e t h e uncoupled f u s e l a g e modes a r e i n d e p e n d e n t of r o t o r speed.
Now w e w i l l trace t h e changes i n t h e s e f o u r b a s i c modes ( f i r s t r o t o r - f l a p , second
r o t o r - f l a p , f i r s t f u s e l a g e - b e n d i n g , and second fuselage-bending) as t h e y are manif e s t e d i n t h e coupled system. U s u a l l y t h e i r i d e n t i t y i s e v i d e n t , b u t when modes
c o a l e s c e t h e i r s e p a r a t e i d e n t i t i e s are o f t e n l o s t . The e f f e c t of r o t o r - f u s e l a g e
c o u p l i n g on t h e r o t o r - f l a p mode s h a p e s i s s m a l l . For t h e coupled r o t o r - f u s e l a g e
5

c o n f i g u r a t i o n i n f i g u r e s 6 ( a ) and 6 ( b ) , b o t h w i t h and w i t h o u t aerodynamic damping

i n c l u d e d , t h e r o t o r d e f l e c t i o n s are n e a r l y t h e same as f o r t h e uncoupled r o t o r - b l a d e
modes. A t t h e s a m e t i m e , t h e f u s e l a g e d e f l e c t i o n s f o r t h e s e r o t o r modes are v e r y
s m a l l , e x c e p t a t r o t o r s p e e d s a t which t h e r e i s a c o a l e s c e n c e o f a r o t o r mode w i t h a
f u s e l a g e mode.
The r o t o r modes do n o t e x h i b i t much f u s e l a g e motion, b e c a u s e t h e m a s s
of t h e f u s e l a g e p l u s t h e c o n c e n t r a t e d hub m a s s i s much l a r g e r t h a n t h e m a s s of t h e
r o t o r blades.
( I n t h i s case t h e m a s s r a t i o i s 2 0 : l . I
I n a d d i t i o n , t h e hub motion
i s u s u a l l y n e g l i g i b l e ; t h i s j u s t i f i e s t h e c o n v e n t i o n a l uncoupled approximation t o t h e
coupled r o t o r - f u s e l a g e s y s t e m whereby hub f o r c e s and moments, which are o b t a i n e d f o r
an i s o l a t e d e l a s t i c r o t o r r i g i d l y s u p p o r t e d a t t h e hub, are a p p l i e d t o a f l e x i b l e
f u s e l a g e . I n c o n t r a s t , t h e f u s e l a g e modes ( f i g s . 6 ( c ) and 6 ( d ) ) g e n e r a l l y produce a
l a r g e hub motion which i n t u r n " e x c i t e s " l a r g e r o t o r d e f l e c t i o n s i n f u s e l a g e modes.
Of p a r t i c u l a r i n t e r e s t i s t h e b e h a v i o r of t h e coupled r o t o r - f u s e l a g e c o n f i g u r a t i o n n e a r R = 30 r a d / s e c , where t h e second f u s e l a g e bending mode i s h i g h l y coupled
w i t h t h e second r o t o r - f l a p p i n g mode. The in vacuo mode s h a p e s a t R = 30 r a d / s e c
f o r t h e s e two modes ( f i g s . 6 ( b ) and 6 ( d ) ) look v e r y s i m i l a r e x c e p t t h a t t h e f u s e l a g e
d e f l e c t i o n s are 180" o u t of phase.
Both of t h e s e r e a l modes c o n t a i n fuselage-bending
and r o t o r - f l a p p i n g d e f l e c t i o n s . The mode s h a p e s i n a i r f o r t h e s e two modes, on t h e
o t h e r hand, are v e r y d i f f e r e n t from e a c h o t h e r . T h i s d i f f e r e n c e shows up i n t h e comp l e x eigenvectors.
I n f i g u r e 6 ( b ) , f o r second r o t o r - f l a p mode i n a i r , t h e real p a r t
of t h e modal d e f l e c t i o n s c o n t a i n s o n l y second r o t o r - f l a p p i n g , and t h e imaginary mode
s h a p e c o n t a i n s a v e r y s m a l l amount of b o t h r o t o r and f u s e l a g e d e f l e c t i o n s . I n f i g u r e 6 ( d ) , f o r t h e second symmetric fuselage-bending mode i n a i r , however, t h e r e a l
p a r t of t h e complex mode s h a p e i s predominantly second f u s e l a g e - b e n d i n g , and t h e
imaginary mode shape shows a v e r y s i g n i f i c a n t amount of second r o t o r - f l a p p i n g .
To b e t t e r f o c u s on t h e d e t a i l s i n t h e R = 30 r a d / s e c r e g i o n o f h i g h r o t o r f u s e l a g e c o u p l i n g p r e v i o u s l y s e e n i n t h e frequency p l o t of f i g u r e 5 ( c ) , mode s h a p e s
f o r r o t o r s p e e d s of 24-36 r a d / s e c are p r e s e n t e d i n f i g u r e s 7 ( a ) and 7 ( b ) . These f i g u r e s show t h e changes t h a t o c c u r i n t h e coupled r o t o r - f u s e l a g e second r o t o r - and
second fuselage-mode s h a p e s , r e s p e c t i v e l y , i n t h e v i c i n i t y of t h e i r c o a l e s c e n c e .
In
f i g u r e 7 ( a ) , t h e f u s e l a g e d e f l e c t i o n s f o r t h e second r o t o r mode in vacuo are s e e n t o
f i r s t i n c r e a s e as t h e r o t o r speed i s i n c r e a s e d t o 30 r a d / s e c and t h e n t o d e c r e a s e
w i t h o p p o s i t e phase as t h e r o t o r speed i s i n c r e a s e d f u r t h e r . I n a i r , b o t h t h e r e a l
f u s e l a g e d e f l e c t i o n s and a l l of t h e imaginary d e f l e c t i o n s are s m a l l .
This implies
t h a t f o r t h e r o t o r - f l a p p i n g and fuselage-bending modes c o n s i d e r e d h e r e , r o t o r aerodynamic damping s u p p r e s s e s t h e e f f e c t s of rotor-body dynamic c o u p l i n g . I n f i g u r e 7 ( b ) ,
however, f o r t h e second f u s e l a g e mode in vacuo, t h e r o t o r d e f l e c t i o n s f i r s t i n c r e a s e
and t h e f u s e l a g e d e f l e c t i o n s d e c r e a s e as r o t o r speed i s i n c r e a s e d t o approximately
30 r a d / s e c . Then t h e r o t o r d e f l e c t i o n s change phase and d e c r e a s e w i t h f u r t h e r
i n c r e a s e i n r o t o r speed w h i l e t h e f u s e l a g e d e f l e c t i o n s i n c r e a s e . Again, t h e i n - a i r
d e f l e c t i o n s are c o n s i d e r a b l y d i f f e r e n t . They show a g r a d u a l change i n t h e real p a r t
of t h e r o t o r mode shape from second mode t o f i r s t mode o f o p p o s i t e p h a s e , w h i l e t h e
imaginary p a r t of t h e r o t o r d e f l e c t i o n s f i r s t i n c r e a s e s and t h e n d e c r e a s e s .
A similar
t y p e of b e h a v i o r o c c u r s f o r t h e c o a l e s c e n c e of t h e f i r s t r o t o r - b l a d e f l a p mode w i t h
t h e f i r s t fuselage-bending mode. The in vacuo and i n - a i r mode s h a p e s f o r t h e s e two
modes are shown i n f i g u r e s 7 ( c ) and 7 ( d ) . Again, as i n t h e p r e v i o u s i n s t a n c e , t h e
in vacuo and i n - a i r s h a p e s are c o n s i d e r a b l y d i f f e r e n t n e a r t h e c o a l e s c e n c e .

A s h a s j u s t been s e e n , i n f o l l o w i n g a mode f o r i n c r e a s i n g r o t o r speed t h e r e can

b e a s i g n i f i c a n t d i f f e r e n c e i n b e h a v i o r between t h e i n vacuo and t h e i n - a i r cases,
e s p e c i a l l y n e a r a c o a l e s c e n c e . I n f i g u r e 8 are shown t h e uncoupled, coupled in vacuo,
and coupled i n - a i r e i g e n v a l u e s as a f u n c t i o n of r o t o r speed f o r t h e two modes pres e n t e d i n f i g u r e s 7 ( a ) and 7 ( b ) . The second fuselage-mode e i g e n v a l u e s f o r t h e coupled
6

.. .

.. , . .

i n - a i r case are s e e n t o f a l l roughly midway between t h o s e f o r t h e f r e e - f r e e f u s e l a g e

a l o n e and f o r a f r e e - f r e e f u s e l a g e w i t h an e f f e c t i v e r o t o r m a s s t h a t i s an approximat i o n sometimes used t o account f o r r o t o r - a i r f r a m e i n t e r a c t i o n ( r e f . 1). S i m i l a r l y ,
t h e second rotor-mode e i g e n v a l u e s f o r t h e coupled i n - a i r c a s e roughly a g r e e w i t h t h o s e
f o r a n i s o l a t e d r o t o r b o t h w i t h and w i t h o u t aerodynamic damping i n c l u d e d .
The two
in vacuo modes, however, behave q u i t e d i f f e r e n t l y . I n i t i a l l y , t h e lower frequency
mode i s a predominantly second r o t o r - f l a p mode and t h e higher-frequency mode i s mostly
Then, above a
a second f u s e l a g e bending a l o n g w i t h
l i t t l e second b l a d e - f l a p mode.
r o t o r speed of a b o u t 30 r a d / s e c , t h e two modes exchange b e h a v i o r s o t h a t t h e f i r s t
becomes f u s e l a g e bending and t h e second becomes b l a d e f l a p p i n g . I n c o n t r a s t , . f o r t h e
coupled r o t o r - f u s e l a g e i n - a i r modes ( a s f o r t h e uncoupled modes), a mode t h a t b e g i n s
as a fuselage-bending mode o r as a b l a d e - f l a p p i n g mode r e t a i n s i t s b a s i c c h a r a c t e r as
r o t o r speed i s i n c r e a s e d , even t h r o u g h a c o a l e s c e n c e .

Coupled Rotor-Fuselage Response

The v i b r a t i o n r e s p o n s e of t h e coupled r o t o r - f u s e l a g e system i n a i r w a s i n v e s t i g a t e d by i n t r o d u c i n g an a r b i t r a r y , u n i f o r m l y d i s t r i b u t e d harmonic l o a d a l o n g t h e
b l a d e s ( f i g . 9 ) and t h e n d e t e r m i n i n g t h e r e s p o n s e a t s e l e c t e d node p o i n t s on t h e
f u s e l a g e . I t s h o u l d be noted t h a t t h e frequency of t h i s l o a d i n g i s n o t a n i n t e g e r
m u l t i p l e of bR as i t i s f o r a b-bladed r o t o r r o t a t i n g a t R. R a t h e r , i n o r d e r t o
s t u d y t h e dynamic c o u p l i n g between t h e r o t o r and f u s e l a g e , a l l f r e q u e n c i e s from 0 t o
1 2 0 r a d / s e c f o r a l l r o t o r s p e e d s from 0 t o 60 r a d / s e c have been c o n s i d e r e d .
The
a b s o l u t e magnitude of t h e a c c e l e r a t i o n r e s p o n s e , i n g ' s , a t t h e c e n t e r of t h e f u s e l a g e
(node 1 7 ) owing t o a 4,448-N (1,000-lb) harmonic l o a d uniformly d i s t r i b u t e d a l o n g t h e
r o t o r b l a d e s i s p r e s e n t e d as a f u n c t i o n of b o t h f o r c i n g frequency and r o t o r speed i n
t h e 3-D p l o t of f i g u r e 1 0 ( a ) . These same r e s p o n s e s are a l s o p r e s e n t e d i n f i g u r e 1 0 ( b )
as a c o n t o u r map of c o n s t a n t v i b r a t i o n a m p l i t u d e superimposed on t h e coupled r o t o r f u s e l a g e e i g e n v a l u e s and nP e x c i t a t i o n f r e q u e n c y l i n e s from f i g u r e 5 ( c ) . Figu r e s 1 0 ( a ) and lO(b) show t h a t t h e system h a s r e s o n a n t r e s p o n s e s a t t h e two l i g h t l y
damped f u s e l a g e - b e n d i n g m o d e f r e q u e n c i e s ( a t about 25 and 80 Hz). Of p a r t i c u l a r
i n t e r e s t i s t h e s e n s i t i v i t y of t h i s v i b r a t i o n r e s p o n s e t o r o t o r speed n e a r t h e f i r s t
and second fuselage-bending-mode f r e q u e n c i e s . The dynamic c o u p l i n g between t h e r o t o r
and f u s e l a g e modes produces " v a l l e y s " i n t h e r e s p o n s e topography. The a c c e l e r a t i o n
r e s p o n s e a t t h e r o t o r modal f r e q u e n c i e s , however, i s o n l y s i g n i f i c a n t a t low r o t o r
s p e e d s , s i n c e aerodynamic damping, which i n c r e a s e s w i t h r o t o r s p e e d , s u p p r e s s e s t h e
r e s p o n s e of t h e b l a d e s and, hence, t h e f u s e l a g e . On t h e o t h e r hand, i f aerodynamic
damping w e r e t o b e n e g l e c t e d , a c o n s i d e r a b l y d i f f e r e n t 3-D r e s p o n s e p l o t from t h a t of
f i g u r e 1 0 ( a ) would b e o b t a i n e d ( f i g . 11). I n t h i s c a s e , t h e system r e s p o n s e a t t h e
rotor-mode f r e q u e n c i e s i s n o t a t t e n u a t e d w i t h i n c r e a s e d r o t o r speed as i t i s i n t h e
a e r o d y n a m i c a l l y damped case. The e f f e c t s of coupled r o t o r - f u s e l a g e dynamics, however,
are s t i l l v e r y much e v i d e n t .
The maximum system r e s p o n s e s shown i n f i g u r e 1 0 ( a ) c a n b e confirmed t o c o i n c i d e
c l o s e l y w i t h t h e c o u p l i n g of t h e f u s e l a g e - and rotor-mode f r e q u e n c i e s by r e f e r r i n g t o
t h e c o n t o u r - e i g e n v a l u e p l o t i n f i g u r e 1 0 ( b ) . The minimum r e s p o n s e o f t h e second
f u s e l a g e mode o c c u r s a t a r o t o r speed t h a t i s roughly e q u i d i s t a n t from t h e r o t o r
s p e e d s a t which t h e second and t h i r d f l a p modes c o a l e s c e w i t h t h e second f u s e l a g e
mode.
I f t h e dynamic c o u p l i n g between t h e r o t o r and f u s e l a g e modes w e r e n e g l e c t e d , t h e
r e s p o n s e would d i f f e r g r e a t l y from t h a t shown i n f i g u r e l O ( a ) . F i g u r e 1 2 shows t h e
a c c e l e r a t i o n r e s p o n s e a t node 1 7 f o r a 4,448-N (1,000-lb) o s c i l l a t i n g p o i n t - l o a d
a p p l i e d a t t h e m i d p o i n t of an i s o l a t e d f r e e - f r e e f u s e l a g e . Here t h e r e s p o n s e i s s e e n
7

t o v a r y w i t h f o r c i n g f r e q u e n c y w b u t , of c o u r s e , i t d o e s n o t v a r y w i t h r o t o r speed.
I n f i g u r e 13, t h e peak r e s p o n s e s of t h i s uncoupled f u s e l a g e a r e s e e n t o o c c u r a t t h e
two uncoupled f u s e l a g e symmetric bending-mode f r e q u e n c i e s , 25.8 and 83.4 r a d l s e c .
B e s i d e s t h e s e two f r e q u e n c i e s a t which r e s o n a n c e o c c u r s , t h e r e are two o t h e r frequencies w o r t h n o t i n g i n f i g u r e 13: 22.3 and 61.0 r a d l s e c . A t t h e s e two f r e q u e n c i e s t h e
r e s p o n s e a t node 1 7 i s n e a r l y z e r o .
( I f s t r u c t u r a l damping had n o t been i n t r o d u c e d
i n t o t h e problem t h e r e s p o n s e would b e e x a c t l y z e r o . )
These f r e q u e n c i e s are t h e
f i r s t two n a t u r a l a n t i r e s o n a n t f r e q u e n c i e s f o r node 17 f o r f o r c i n g a t node 1 7 .
N a t u r a l a n t i r e s o n a n c e s , which o c c u r i n s t r u c t u r e s much as r e s o n a n c e s do ( r e f . 7), a r e
a f u n c t i o n of f u s e l a g e l o c a t i o n , as w e l l as f r e q u e n c y ( f i g . 1 4 ) . I t i s i n t e r e s t i n g
t o n o t e t h a t t h e f u s e l a g e a n t i r e s o n a n t l i n e s i n f i g u r e 14 r e p r e s e n t b o t h t h e uncoupled
f u s e l a g e f o r c e d a t i t s c e n t e r (node 1 7 ) and t h e coupled r o t o r - f u s e l a g e w i t h f o r c e s
a p p l i e d t o t h e r o t o r which i s connected t o t h e f u s e l a g e a t node 17. Although a n t i r e s o n a n t t h e o r y i s n o t c o n s i d e r e d d i r e c t l y i n t h e p r e s e n t p a p e r , i t i s i m p o r t a n t as
a p o s s i b l e means of r e d u c i n g f o r c e d v i b r a t o r y r e s p o n s e i n h e l i c o p t e r s .
The f u s e l a g e n o d a l r e s p o n s e s p r e s e n t e d h e r e i n r e p r e s e n t t h e a b s o l u t e magnitude
of what i s a complex r e s p o n s e .
For c o m p l e t e n e s s , t h e real and imaginary p a r t s of t h e
complex r e s p o n s e a t nodes 14 and 17 are p r e s e n t e d i n f i g u r e s 1 5 ( a ) - 1 5 ( d ) f o r t h e
coupled r o t o r - f u s e l a g e i n a i r .
The r e s p o n s e p l o t s p r e s e n t e d above are f o r o n l y one p a r t i c u l a r f u s e l a g e node
p o i n t . Since t h e f u s e l a g e is a f l e x i b l e s t r u c t u r e , t h e response a t o t h e r f u s e l a g e
node p o i n t s can b e e x p e c t e d t o b e d i f f e r e n t . F i g u r e s 1 6 ( a ) - 1 6 ( f ) are i n c l u d e d t o
show t h e v a r i a t i o n of t h e f u s e l a g e v i b r a t i o n r e s p o n s e from t h e f u s e l a g e t i p (node 1 2 )
t o t h e c e n t e r of t h e f u s e l a g e (node 1 7 ) f o r t h e coupled r o t o r - f u s e l a g e system subj e c t e d t o a 4,448-N ( 1 , 0 0 0 - l b ) , r a d i a l l y uniform, harmonic l o a d a p p l i e d t o t h e r o t o r .
The r e s p o n s e i s s e e n t o be s t r o n g l y dependent on t h e f u s e l a g e n o d a l l o c a t i o n .
Nodes 1 2 , 1 4 , and 1 7 a r e r e s p o n s i v e i n d e c r e a s i n g magnitude i n b o t h f u s e l a g e bending
modes, and nodes 13 and 1 5 are o n l y r e s p o n s i v e i n t h e f i r s t and second f u s e l a g e bending modes, r e s p e c t i v e l y ; node 16 i s n o t v e r y r e s p o n s i v e i n e i t h e r mode. These
modal r e s p o n s e r e s u l t s c o i n c i d e d i r e c t l y w i t h t h e n o d a l d i s p l a c e m e n t s of t h e f i r s t
two f u s e l a g e mode s h a p e s ( f i g s . 6 ( c ) and 6 ( d ) ) .

Responses a t

p e r Rev

It i s r e c o g n i z e d t h a t i n an a c t u a l r o t o r c r a f t t h e p e r i o d i c aerodynamic f o r c e s
g e n e r a t e d i n forward f l i g h t by a r o t o r w i t h b b l a d e s produce f u s e l a g e v i b r a t o r y
r e s p o n s e s o n l y a t nbR (where n = 1 , 2 , 3 ,
. ) s i n c e o n l y nbR s h e a r s are t r a n s m i t t e d from t h e r o t o r t o t h e f u s e l a g e f o r a b-bladed r o t o r . Although r e s p o n s e c a l c u l a t i o n s have been c a r r i e d o u t f o r a l l combinations of f o r c i n g frequency and r o t o r
s p e e d , t h e r e s o n a n t r e s p o n s e s of t h e system can o n l y o c c u r a l o n g t h e nP = nbR "perrev" l i n e s on t h e e i g e n v a l u e p l o t s of f i g u r e s 5 ( a ) - 5 ( c ) .
Thus, f o r a two-bladed
r o t o r o n l y t h e r e s p o n s e a l o n g t h e 2P and 4P l i n e s are m e a n i n g f u l , w h i l e f o r a t h r e e o r four-bladed r o t o r o n l y t h e 3P and 4P l i n e s , r e s p e c t i v e l y , have meaning. The
h i g h e r v a l u e s of nP are n o t i n c l u d e d h e r e , b e c a u s e t h e r e s p o n s e s d i m i n i s h r a p i d l y
as P i n c r e a s e s .

..

The nP r e s p o n s e p l o t f o r t h e coupled r o t o r - f u s e l a g e r e s p o n s e a t node 1 7 pres e n t e d p r e v i o u s l y ( f i g . 1 0 ( b ) ) i s shown i n f i g u r e 1 7 . I n g e n e r a l , t h e nP r e s p o n s e

peaks o c c u r when t h e nP l i n e s i n f i g u r e lO(b) c r o s s a f u s e l a g e o r b l a d e modal f r e quency. I n f i g u r e 1 7 , t h e r o t o r s p e e d s a t which t h e nP l i n e s c r o s s t h e f i r s t and
second blade-mode f r e q u e n c i e s and t h e f i r s t , second, and t h i r d fuselage-mode frequenc i e s are l a b e l e d B1, B 2 , F l y F2, and F g , r e s p e c t i v e l y . The l a r g e s t 2P r e s p o n s e

peak i s s e e n t o o c c u r a t a r o t o r speed of about 40 r a d / s e c where t h e 2P e x c i t a t i o n

f r e q u e n c y c o i n c i d e s w i t h t h e second fuselage-bending-mode f r e q u e n c y (F2) of
80.7 r a d / s e c .
There are i n s t a n c e s , however, where t h e r e i s no r e s o n a n t r e s p o n s e peak,
even though a n nP l i n e c r o s s e s a n a t u r a l f r e q u e n c y of t h e system. For example, t h e
3P l i n e c r o s s e s t h e second blade-mode f r e q u e n c y (B2) a t a p p r o x i m a t e l y 18 r a d / s e c
( f i g . 1 0 ( b ) ) , b u t f i g u r e 1 7 shows no 3P r e s p o n s e peak a t t h i s r o t o r speed.
In fact,
t h e 3P r e s p o n s e i s v e r y low a t t h i s r o t o r speed. T h i s i s due i n p a r t t o r o t o r aerodynamic damping b u t i s m o s t l y a r e s u l t of t h e f a c t t h a t t h e B2 mode f r e q u e n c y i s
w e l l s e p a r a t e d from t h e F1 and F2 mode f r e q u e n c i e s a t t h i s r o t o r speed ( s e e
f i g . 9(b)).
The s a m e i s a l s o t r u e where t h e 1P l i n e c r o s s e s t h e f i r s t blade-mode
frequency (B1).
F i g u r e 1 7 a l s o shows how t h e p r o x i m i t y t o a c o a l e s c e n c e a f f e c t s t h e nP
response.
The 2P and 3P r e s o n a n t r e s p o n s e s a t t h e second f u s e l a g e frequency (F2),
which a r e n e a r t h e F2 mode f r e q u e n c y ' s c o a l e s c e n c e w i t h t h e second b l a d e mode, a r e
c o n s i d e r a b l y l a r g e r t h a n t h e 4P r e s p o n s e a t t h e F2 mode f r e q u e n c y , which i s w e l l
s e p a r a t e d from t h e c o a l e s c e n c e s of t h e F2 mode w i t h t h e second and t h i r d b l a d e
modes, r e s p e c t i v e l y .
I n f a c t , r e f e r r i n g back t o t h e c o n t o u r p l o t s of f i g u r e 1 0 ( b ) ,
t h e 4P l i n e i s s e e n t o i n t e r s e c t t h e second f u s e l a g e - b e n d i n g mode r i g h t i n a "vall e y " between t h e two r e s p o n s e peaks.
The 2P and 3P l i n e s , on t h e o t h e r hand, i n t e r s e c t t h e second f u s e l a g e mode l i n e h i g h up on t h e s i d e s of t h e r e s p o n s e "mountain."

All of t h e r e s p o n s e a n a l y s e s p r e s e n t e d i n t h i s p a p e r are f o r a n assumed 6%

s t r u c t u r a l damping which w a s i n t r o d u c e d t o r e d u c e t h e magnitude of t h e r e s o n a n t peaks
of t h e r e s p o n s e p l o t s .
I n o r d e r t o assess t h e e f f e c t of s t r u c t u r a l damping on t h e
coupled r o t o r - f u s e l a g e r e s p o n s e , a d d i t i o n a l r e s p o n s e a n a l y s e s w e r e c a r r i e d o u t w i t h
2 % and 10% s t r u c t u r a l damping. F i g u r e 18 p r e s e n t s d i r e c t comparisons of t h e coupled
nP r e s p o n s e s a t node 1 7 f o r 2 % , 6% ( f i g . 17), and 10% s t r u c t u r a l damping. The f i g u r e shows t h e s i g n i f i c a n t e f f e c t s t r u c t u r a l damping h a s on t h e r e s o n a n t r e s p o n s e
peaks t h a t o c c u r a t t h e f u s e l a g e n a t u r a l f r e q u e n c i e s .
I n summary, a l t h o u g h c o n v e n t i o n a l wisdom s a y s t h a t one s h o u l d a v o i d a l l s i t u a t i o n s i n which any s y s t e m n a t u r a l f r e q u e n c y i s n e a r t o o r c o a l e s c e s w i t h an e x c i t a t i o n f r e q u e n c y (because v e r y h i g h r e s o n a n t r e s p o n s e s c a n o c c u r ) , t h e p r e s e n t r e s u l t s
show t h a t sometimes t h e s e s i t u a t i o n s may n o t b e a problem a t a l l . F i g u r e 1 9 p r e s e n t s
a q u a l i t a t i v e r e p r e s e n t a t i o n of r e g i o n s of low, h i g h , and v e r y h i g h coupled r o t o r f u s e l a g e r e s p o n s e a t s y s t e m n a t u r a l f r e q u e n c i e s f o r node 17. As i n d i c a t e d i n t h e
f i g u r e , a n e x c i t a t i o n a t a p o i n t where two system f r e q u e n c i e s ( i . e . , f u s e l a g e and
r o t o r ) c o a l e s c e w i l l produce v e r y h i g h v i b r a t i o n r e s p o n s e , b u t i f a r o t o r ( o r f u s e l a g e ) mode frequency l i e s between two f u s e l a g e ( o r r o t o r ) mode f r e q u e n c i e s , t h e n t h e
e f f e c t of a n e x c i t a t i o n a t t h a t p o i n t may b e s u b s t a n t i a l l y a t t e n u a t e d . Furthermore,
whereas r e s o n a n t e x c i t a t i o n a t fuselage-mode n a t u r a l f r e q u e n c i e s h a s , i n g e n e r a l , a
l a r g e e f f e c t on f u s e l a g e v i b r a t i o n r e s p o n s e , t h e o p p o s i t e i s s e e n t o b e t r u e f o r
r e s o n a n t e x c i t a t i o n a t blade-mode n a t u r a l f r e q u e n c i e s . Except f o r low r o t o r s p e e d s ,
where t h e r e i s l i t t l e aerodynamic damping, and n e a r t h e c o a l e s c e n c e of two modes,
r e s o n a n t e x c i t a t i o n a t blade-mode n a t u r a l f r e q u e n c i e s d o e s n o t l e a d t o l a r g e f u s e l a g e
responses.
S i n c e t h e coupled r o t o r - f u s e l a g e v i b r a t i o n r e s p o n s e s w e r e s e e n t o vary from one
f u s e l a g e node t o a n o t h e r ( f i g s . 1 6 ( a ) - 1 6 ( f ) ) , i t i s t o b e e x p e c t e d t h a t t h e nP
r e s p o n s e s a t t h e s e nodes would a l s o v a r y between nodes.
F i g u r e 20 p r e s e n t s t h e nP
r e s p o n s e s a t node 14. The r e s o n a n t nP r e s p o n s e peaks f o r t h i s node are s e e n t o
o c c u r a t t h e s a m e f r e q u e n c i e s as f o r node 17 ( f i g . 1 7 ) , b u t t h e a m p l i t u d e s o f t h e s e
responses vary considerably.
I n a d d i t i o n , t h e a n t i r e s o n a n c e s , which, as n o t e d earlier,
v a r y from one node t o a n o t h e r , o c c u r a t d i f f e r e n t f r e q u e n c i e s .

The v a r i a t i o n of t h e nP r e s p o n s e s w i t h f u s e l a g e l o c a t i o n and r o t o r speed i s

shown i n t h e 3-D p l o t s o f f i g u r e s 2 1 ( a ) - 2 1 ( d ) .
I n e a c h case, t h e l a r g e s t r e s p o n s e
i s a t t h e ends of t h e f u s e l a g e , a l t h o u g h t h e r o t o r speeds a t which t h e maximum
r e s p o n s e s o c c u r are d i f f e r e n t .
It s h o u l d b e noted t h a t t h e s e 3-D
nP p l o t s a p p e a r
somewhat d i s t o r t e d b e c a u s e some of t h e d a t a p o i n t s i n t h e s e f i g u r e s have been o b t a i n e d
by l i n e a r i n t e r p o l a t i o n and are p l o t t e d u s i n g s t r a i g h t l i n e s . A l s o , t h e s e p l o t s a r e
of magnitudes o n l y and do n o t c o r r e c t l y show t h e node p o i n t s on t h e f u s e l a g e a t which
t h e response i s zero.

Approximate Uncoupled Response

I n t h e p r e c e d i n g d i s c u s s i o n , t h e f o r c e d - r e s p o n s e b e h a v i o r of t h e coupled r o t o r f u s e l a g e system, i n h o v e r , w a s o b t a i n e d f o r a uniformly d i s t r i b u t e d harmonic l o a d
a p p l i e d along t h e r o t o r blades.
I n p r a c t i c e , however, coupled r o t o r - f u s e l a g e systems
have o n l y r e c e n t l y begun t o b e c o n s i d e r e d i n v i b r a t i o n a n a l y s e s . Such systems have
h i s t o r i c a l l y been approximated by s e p a r a t e uncoupled systems.
Therefore, i n o r d e r t o
e x p l o r e t h e a c c u r a c y and i n f l u e n c e of t h i s approximation and t o i n v e s t i g a t e t h e
' e f f e c t of dynamic c o u p l i n g between t h e f u s e l a g e and r o t o r , r e s p o n s e c a l c u l a t i o n s w e r e
a l s o c a r r i e d o u t u s i n g t h e c o n v e n t i o n a l uncoupled approximation f o r t h e coupled system.
The p h y s i c a l elements of t h e e x a c t and t h e approximate c a l c u l a t i o n s are i l l u s t r a t e d i n f i g u r e 22. To c l a r i f y t h e p r o c e s s f o r t h e r e a d e r , f i g u r e 22 t r a c e s t h e
a n a l y s e s from a p p l i e d f o r c e t o hub s h e a r t o f u s e l a g e t r a n s f e r f u n c t i o n t o v i b r a t i o n
r e s p o n s e . For t h e uncoupled case, t h e s a m e uniform 4,448-N (1,000-lb) harmonic l o a d
p r e v i o u s l y a p p l i e d t o t h e r o t o r of t h e coupled system w a s a p p l i e d t o an i s o l a t e d ,
hub-fixed r o t o r , and t h e r e s u l t i n g hub r e a c t i o n f o r c e s (FR) w e r e c a l c u l a t e d . Then
i n a d d i t i o n a l s e p a r a t e a n a l y s e s , t h e s e r o t o r hub r e a c t i o n s w e r e a p p l i e d t o t h e
uncoupled, f r e e - f r e e f u s e l a g e , b o t h w i t h and w i t h o u t an e f f e c t i v e r o t o r m a s s i n c l u d e d .
The e f f e c t i v e r o t o r mass i n t h e s e a n a l y s e s w a s t a k e n t o be e q u a l t o t h e f u l l r o t o r
m a s s . The uncoupled case w i t h an e f f e c t i v e r o t o r m a s s i s t y p i c a l of t h e p r o c e d u r e
t h a t h a s been followed by t h e h e l i c o p t e r i n d u s t r y i n an a t t e m p t t o o b t a i n a b e t t e r
approximation o f t h e i n t e r a c t i o n between t h e r o t o r and f u s e l a g e ( r e f . 1).

I n f i g u r e 22, t h e f u s e l a g e v i b r a t i o n r e s p o n s e a t node 1 7 f o r t h e coupled system

i s compared w i t h t h e r e s p o n s e o b t a i n e d f o r t h e uncoupled system, b o t h w i t h and w i t h o u t
rotor mass.
The f i g u r e shows t h a t a l t h o u g h t h e q u a l i t a t i v e b e h a v i o r of t h e r e s p o n s e s
a p p e a r s t o be s i m i l a r , t h e magnitude of t h e approximate, uncoupled r e s u l t s , b o t h w i t h
and w i t h o u t r o t o r m a s s , a r e c o n s i d e r a b l y l a r g e r t h a n t h e " e x a c t " f u l l y coupled
r e s u l t s . The a d d i t i o n of t h e r o t o r m a s s d o e s , however, r e s u l t i n an improvement i n
b o t h t h e magnitude of t h e r e s p o n s e and t h e frequency a t which t h e r e s p o n s e o c c u r s .
T h i s improvement o c c u r s even though t h e t r a n s f e r f u n c t i o n f o r t h e uncoupled f u s e l a g e
w i t h o u t r o t o r m a s s i s i d e n t i c a l t o t h e "exact" t r a n s f e r f u n c t i o n f o r t h e coupled syst e m ; t h e approximate t r a n s f e r f u n c t i o n f o r t h e uncoupled f u s e l a g e w i t h r o t o r m a s s i s
somewhat lower i n b o t h magnitude and frequency because of t h e i n c r e a s e d m a s s .
The c a u s e of t h e d i s p a r i t y between t h e coupled and t h e uncoupled r e s p o n s e s i s
a p p a r e n t when t h e hub r e a c t i o n f o r c e f o r t h e i s o l a t e d , hub-fixed r o t o r i s compared
w i t h t h e hub s h e a r f o r t h e coupled r o t o r - f u s e l a g e .
F i g u r e 22 shows t h a t i n t h e
coupled case t h e p r e s e n c e of t h e f u s e l a g e r e s u l t s i n a r e d u c t i o n of t h e hub s h e a r a t
t h e f o r c i n g f r e q u e n c i e s of t h e f u s e l a g e bending modes.
For t h e uncoupled c a s e , howe v e r , t h e f u s e l a g e modes do n o t c o n t r i b u t e t o t h e hub r e a c t i o n f o r c e .
A d i r e c t comparison of t h e coupled and uncoupled r e s p o n s e s a t node 1 7 i s shown
i n t h e nP r e s p o n s e p l o t s of f i g u r e s 2 3 ( a ) - 2 3 ( d ) .
Except f o r t h e 1P p l o t where
t h e coupled r e s p o n s e i s t h e l a r g e s t , t h e uncoupled c a s e s c o n s i s t e n t l y o v e r p r e d i c t t h e

10

r e s p o n s e of t h e system. For 2P, 3P, and 4P t h e uncoupled r e s p o n s e w i t h o u t r o t o r

m a s s i s s e e n t o b e c o n s i d e r a b l y g r e a t e r t h a n t h e uncoupled r e s p o n s e w i t h r o t o r m a s s
which i n t u r n i s c o n s i d e r a b l y g r e a t e r t h a n t h e coupled r e s p o n s e .
T h i s u n d e r p r e d i c t i o n of t h e 1P r e s p o n s e and o v e r p r e d i c t i o n of t h e ZP, 3P,
and 4P r e s p o n s e s f o r t h e uncoupled c a s e s i s shown d i r e c t l y i n f i g u r e s 24(a)-24(d)
where t h e r a t i o of t h e approximate, uncoupled nP r e s p o n s e t o t h e e x a c t , coupled
nP r e s p o n s e i s p l o t t e d .
It should b e n o t e d t h a t s i n c e f i g u r e s 24(a)-24(d) r e p r e s e n t
r a t i o s of r e s p o n s e s and n o t a c t u a l r e s p o n s e s , t h e y a r e a p p l i c a b l e f o r any node p o i n t
on t h e f u s e l a g e . These f i g u r e s show, f o r example, t h a t t h e peak 4P r e s p o n s e s f o r
t h e uncoupled system w i t h o u t r o t o r m a s s i s almost 6 t i m e s g r e a t e r t h a n t h e 4P
r e s p o n s e f o r t h e coupled system.
I n f i g u r e s 2 5 ( a ) - 2 5 ( d ) , nP p l o t s of t h e hub r e a c t i o n f o r c e f o r t h e i s o l a t e d ,
hub-fixed r o t o r and t h e hub s h e a r f o r t h e coupled r o t o r - f u s e l a g e are p r e s e n t e d .
Except f o r t h e 1P hub s h e a r , t h e i s o l a t e d hub-fixed r o t o r nP r e a c t i o n f o r c e s are
s e e n t o b e i n g e n e r a l c o n s i d e r a b l y g r e a t e r t h a n t h e coupled r o t o r - f u s e l a g e nP hub
s h e a r s . A s noted above, t h e i n f l u e n c e of t h e f u s e l a g e modes, a l t h o u g h c l e a r l y evid e n t f o r t h e coupled case, i s a b s e n t i n t h e uncoupled case. F i n a l l y , t h e s e a p p r o x i m a t e and e x a c t nP hub s h e a r s a r e compared d i r e c t l y i n f i g u r e s 26(a)-26(d) where t h e
r a t i o of t h e i s o l a t e d hub-fixed r o t o r r e a c t i o n f o r c e t o t h e coupled r o t o r - f u s e l a g e
hub s h e a r i s p l o t t e d .

CONCLUDING REMARKS

I n t h i s r e p o r t t h e dynamic c o u p l i n g between t h e r o t o r and t h e f u s e l a g e of a n

a n a l y t i c a l h e l i c o p t e r model i n hover w a s i n v e s t i g a t e d u s i n g a s i m p l i f i e d beam f i n i t e
element model. E i g e n a n a l y s e s , a s w e l l as f o r c e d - r e s p o n s e a n a l y s e s , w e r e c a r r i e d o u t
f o r b o t h coupled and uncoupled r o t o r - f u s e l a g e c o n f i g u r a t i o n s . The r e s u l t s f o r a p a r t i c u l a r beam-model r e p r e s e n t a t i o n of a r o t o r c r a f t may be summarized as f o l l o w s :
1. The uncoupled r o t o r - f u s e l a g e f r e q u e n c i e s in vacuo are poor a p p r o x i m a t i o n s t o
t h e a c t u a l coupled f r e q u e n c i e s n e a r r o t o r - f u s e l a g e f r e q u e n c y c o a l e s c e n c e s . With
r o t o r aerodynamic damping i n c l u d e d , t h e uncoupled r o t o r - f u s e l a g e modes are b e t t e r ,
b u t s t i l l n o t good, a p p r o x i m a t i o n s t o t h e coupled system complex modes.
2.
The magnitude of t h e r e s o n a n t r e s p o n s e a t t h e fuselage-mode f r e q u e n c i e s i s
h i g h l y dependent on t h e i r p r o x i m i t y t o t h e b l a d e modal f r e q u e n c i e s . When t h e r o t o r
b l a d e and f u s e l a g e f r e q u e n c i e s c o a l e s c e , v i b r a t i o n i s g r e a t l y i n c r e a s e d ( r e l a t i v e l y ) ,
whereas away from such c o a l e s c e n c e s r e s o n a n t r e s p o n s e a t t h e fuselage-mode frequenc i e s may be of s i g n i f i c a n t l y lower magnitude.
3. Away from fuselage-mode f r e q u e n c i e s , r e s o n a n t e x c i t a t i o n a t blade-mode
n a t u r a l f r e q u e n c i e s h a s a f a i r l y s m a l l and o f t e n n e g l i g i b l e e f f e c t on f u s e l a g e v i b r a t i o n r e s p o n s e b e c a u s e of b o t h dynamics and aerodynamic damping. Thus, i t i s n o t
always n e c e s s a r y t o a v o i d t h e c o a l e s c e n c e of a system n a t u r a l f r e q u e n c y w i t h an
e x c i t a t i o n frequency.

11

4 . For a r a d i a l l y uniform, harmonic b l a d e l o a d i n g , t h e approximate v i b r a t i o n

r e s p o n s e s o b t a i n e d from a p p l y i n g t h e i s o l a t e d b l a d e hub s h e a r s t o a f r e e - f r e e f u s e l a g e
are c o n s i d e r a b l y g r e a t e r t h a n t h o s e o b t a i n e d when t h e coupled s y s t e m i s a n a l y z e d for
t h e same b l a d e l o a d i n g .
Ames Research C e n t e r
N a t i o n a l A e r o n a u t i c s and Space A d m i n i s t r a t i o n
and
Aeromechanics L a b o r a t o r y
AVRADCOM Research and Technology L a b o r a t o r i e s
M o f f e t t F i e l d , C a l i f o r n i a 94035, August 2 7 , 1982

12

APPENDIX A

DERIVATION OF ELEMENT MATRICES

For a beam f i n i t e element of l e n g t h R (fig. l), t h e t r a n s v e r s e d i s p l a c e m e n t

i s r e l a t e d t o t h e modal d i s p l a c e m e n t s { q ) by

w = [al{q)

w
(AI)

where

and

For a n o n r o t a t i n g beam element undergoing t r a n s v e r s e v i b r a t i o n s , t h e s t r a i n

energy and k i n e t i c energy are

(A4

S u b s t i t u t i n g e q u a t i o n (Al) i n t o t h e t o t a l p o t e n t i a l energy 42 - 3 one o b t a i n s

where t h e element e l a s t i c s t i f f n e s s m a t r i x [kE] and t h e element mass m a t r i x [m] are

g i v e n by

13

[m]

la

m[aIT[a]dx

I n o r d e r t o c o n s i d e r beams w i t h nonuniform m a s s and s t i f f n e s s p r o p e r t i e s , t h e

p r e s e n t a n a l y s i s a l l o w s t h e e l e m e n t m a s s and b e n d i n g s t i f f n e s s p r o p e r t i e s t o b e r e p r e s e n t e d by p o l y n o m i a l s of up t o t h i r d o r d e r , t h a t i s ,
m

mo

+ m l c + m,c2 + m 3 c 3

S u b s t i t u t i n g e q u a t i o n s (A2) and (A101 i n t o e q u a t i o n (A9) and e q u a t i o n s (A2) and ( A l l )

i n t o e q u a t i o n ( A 8 ) and c a r r y i n g o u t t h e i n d i c a t e d i n t e g r a t i o n s o v e r t h e e l e m e n t
l e n g t h y i e l d s t h e element m a s s and e l a s t i c s t i f f n e s s matrices g i v e n i n e q u a t i o n s (B1)
and (B2), r e s p e c t i v e l y , of a p p e n d i x B.
Note t h a t i n a d d i t i o n t o t h e d i s t r i b u t e d m a s s
r e p r e s e n t e d by e q u a t i o n ( A 9 ) , t h e p r e s e n t a n a l y s i s a l s o a l l o w s c o n c e n t r a t e d masses t o
b e p l a c e d a t node p o i n t s . These p o i n t masses are added t o t h e a p p r o p r i a t e e l e m e n t
m a s s matrix diagonal location.
For a beam of l e n g t h R r o t a t i n g a b o u t a f i x e d a x i s w i t h a n g u l a r v e l o c i t y fi
t h e r e i s an i n c r e a s e i n t h e beam's s t i f f n e s s as a r e s u l t o f t h e c e n t r i f u g a l f o r c e s
g e n e r a t e d . The element s t r a i n e n e r g y due t o t h i s " c e n t r i f u g a l s t i f f n e s s ' ' i s g i v e n by

where T ( x ) , t h e t e n s i o n i n t h e beam e l e m e n t of l e n g t h
t h e a x i s of r o t a t i o n , i s

T(x)

MR2x d x

a t a distance

To

and where

To =

$"

mR2x dx

(A14)

r+R

i s t h e t e n s i o n due t o m a s s r a d i a l l y o u t b o a r d of t h e element of i n t e r e s t .
equation ( A l ) i n t o equation (A12) y i e l d s

where t h e element c e n t r i f u g a l s t i f f n e s s m a t r i x [k,]

14

c a n b e c a l c u l a t e d from

Substituting

Equation ( A 1 6 ) c a n be e v a l u a t e d u s i n g e q u a t i o n s ( A 2 ) , ( A l O ) , and ( A 1 3 ) t o o b t a i n t h e
c e n t r i f u g a l s t i f f n e s s m a t r i x g i v e n i n e q u a t i o n ( B 3 ) of appendix B f o r a n element w i t h
a c u b i c polynomial m a s s d i s t r i b u t i o n .
The aerodynamic l o a d s on t h e r o t o r b l a d e s of t h e p r e s e n t coupled r o t o r - f u s e l a g e
system i n hover are o b t a i n e d from s i m p l i f i e d q u a s i - s t e a d y s t r i p t h e o r y .
The b l a d e
l i f t p e r u n i t span i s g i v e n by

For a n element of t h e b l a d e t h e v i r t u a l work of t h i s a p p l i e d aerodynamic l o a d i s

c(r

+ x)G6w

dx

Then s u b s t i t u t i n g e q u a t i o n ( A l ) i n t o e q u a t i o n ( A 1 8 ) y i e l d s

where

i s t h e element aerodynamic damping m a t r i x which i s p r e s e n t e d i n e q u a t i o n (B4) of

appendix B.

The v i r t u a l work of an a p p l i e d harmonic l o a d

p eiwt

is

R
p eiwt6w

dx

S u b s t i t u t i n g e q u a t i o n ( A l ) i n t o e q u a t i o n ( A 2 1 ) one o b t a i n s

6WP

= [p1{6ql

where t h e element l o a d m a t r i x [ p ] i s g i v e n by

[p] =

p [ a ] d x eiwt

Equation ( A 2 3 ) i s e v a l u a t e d f o r a uniform s i n u s o i d a l l o a d d i s t r i b u t i o n
(p = po = c o n s t a n t ) i n e q u a t i o n (B5) of appendix B.

15

APPENDIX B

ELEMENT MATRICES

The element mass m a t r i x i s

m11

[ml

symmetric

m21

m22

m41

m42

m43

m44

where

mll

13

3
+ -35

z m o

m21 =

(&

m31 =

5 mO

19
+ -630

ml

60

-t

mh1 = - ( s m o

+-2520
19

m42 =

ml

2
z m o +-m
71

m43 =

11
-(m
mo

- 13

16

(zy

'168

+-

m2

120 m 3

13

+ml

)e

840 m 3 ) Y 2

23

m2

+E

m2

+ -5 04

l"+

mo

m2 +

29
+ -126

m3

280 ml + -504

mO

m33 -

44 =

5
+ -504

-(&

840

13
1
(m
mo + m

m3)e

19

23

+ -70
1

1
315

__-

m2

140 ml 630 m 2

"32

17
+-2520

+-ml

mO

11
+840 m 3

m2

1 m
252 2

+ - m1
)P2

360

1;

The e l e m e n t elastic stiffness m a t r i x is

[k~=
]

symmetric
k
k3222

k3 3
k4 3

k4 2

k4 4

where

k,,

= [12(EI)o

k,,

[6(EI)o

+ 4.8(EI), +

6(EI),

2(EI),

1.4(EI),

3(EI),

(38/15)(E1)2

4.2(EI),]/a3

1.2(EI),]/R2

k33 = kll

k43

= -k41

[4(EI)o

=
k4 4

2.2(EI)

]/E
3

T h e e l e m e n t centrifugal stiffness m a t r i x i s

[ kC ]

-+ERR

(',o

(i

- morR2[kc 3 - 1 (moR
2

-I (m2R
4

+ 71 m, + m
41 m 2 + : 3 )

mo

1
+ -12 ml + -1
m 2 + 7 m3))[kcl]
3

+ mlr)R2[kc I - 1 (m,R + m 2 r ) R 2 [ k c I
3

+ m3r)RR2[kc

rR2 mo

] - 1 (m3R)RR2[kc
5

3
6

17

I I I I I I11I I1 I I1I I I 11l11l1111l1~l1l1l11111l1l1l1111

where

'6 15
symmetric
Ell0

2R2/15

-615

-2110

6I 5

!/lo

-R2/30

-all0

[kClI =
2R2/

315

symmetric
[kC21

110

R2[30

315

-Ell0

315

-R2/60

'12 135
symmetric

R/14
[kc

2R2/105

-12135
-R/35

-R/14

12/35

-R2/70

R/35

3R2/35.

3/14

symmetric
[kc

R/20

11R2/840

-3114

-R 120

3 114

117
symmetric
R/28

R2/105

-117

-R/28

117

-R/28

-R2/84

R/28

[kC51 =

R2/14

- 1/10
symmetric
llR/420

R2/140

-1110

-llR/420

1/10

-El30

-3R2/280

R/30

[kC6l =

18

R2/15

To = R 2

;(

[ R 2 - (r

+ - 3-1

1 [ R 3 - (r

The element aerodynamic damping-matrix is

13 r
-

3
35R+35
symmetric

1 p,acRR
[c] = 2

-13

35

r + 2
7

The element load matrix [p] for a uniform harmonic load is given by

iwt

19

I I I Il 1 I l l l l l l I1 m
II1lll 1
l1
1
1
1
l1

APPENDIX C

EQUATIONS OF MOTION

The e q u a t i o n s of motion f o r a n element of a r o t a t i n g beam c a n b e d e r i v e d from

Hamilton's e q u a t i o n ,

it2

(&f-$)dt

1''

6Wdt = 0

tl

S u b s t i t u t i n g e q u a t i o n s (A7), ( A 1 5 ) , ( A 1 9 ) , and ( A 2 2 ) of appendix A i n t o e q u a t i o n (C1)

and c a r r y i n g o u t t h e i n d i c a t e d v a r i a t i o n s y i e l d t h e element e q u a t i o n s of motion,

For a system made up of more t h a n one f i n i t e e l e m e n t , t h e element m a s s , damping,

and s t i f f n e s s matrices [m], [ c ] , and ( [ k ~ ] [ k c ] ) and element l o a d v e c t o r { p ) can b e
assembled i n t o t h e c o r r e s p o n d i n g g l o b a l matrices [MI, [C], and ([KE]
[Kc]), and
g l o b a l v e c t o r {P}.
Then e q u a t i o n (C2) may b e r e w r i t t e n a s

T h i s i s t h e b a s i c m a t r i x e q u a t i o n of motion c o n s i d e r e d i n t h e p r e s e n t a n a l y s i s .
For t h e case of f r e e harmonic v i b r a t i o n (in vacuo), t h e damping m a t r i x [C] and
t h e l o a d v e c t o r {PI are s e t t o z e r o i n e q u a t i o n (C3) and w e o b t a i n t h e e i g e n v a l u e
problem,

which h a s t h e r e a l e i g e n v a l u e s

= ui

and t h e m a t r i x of r e a l e i g e n v e c t o r s [U].

I n c a r r y i n g o u t t h e complex e i g e n v a l u e a n a l y s i s of e q u a t i o n (C3), i t i s u s e f u l
t o uncouple t h e e q u a t i o n s of motion as o u t l i n e d by M e i r o v i t c h ( r e f . 8). A c o o r d i n a t e
t r a n s f o r m a t i o n i s f i r s t performed on e q u a t i o n (C3) by r e p l a c i n g

where [U] i s t h e m a t r i x of o r t h o n o r m a l modes a s s o c i a t e d w i t h t h e r e a l e i g e n v a l u e

a n a l y s i s of e q u a t i o n (C4). Then e q u a t i o n (C3) i s p r e m u l t i p l i e d by [VIT, y i e l d i n g

S i n c e t h e normal modes [U] from e q u a t i o n (C4) are s u c h t h a t

and

20

where

[I]

i s t h e i d e n t i t y m a t r i x , e q u a t i o n (C6) becomes

where

and

The complex e i g e n v a l u e s of e q u a t i o n (C9) can t h e n b e determined from

A l t e r n a t i v e l y , f o r harmonic e x c i t a t i o n s ,

s o t h a t e q u a t i o n (C9) can be r e w r i t t e n as

where

The r e s p o n s e s o b t a i n e d from e q u a t i o n ( C 1 5 ) a r e t h e modal r e s p o n s e s as a f u n c t i o n

of f o r c i n g frequency w f o r a g i v e n a p p l i e d load v e c t o r {Po}. The c o r r e s p o n d i n g
n o d a l r e s p o n s e s ( q o } can t h e n be o b t a i n e d from e q u a t i o n ( C 5 ) .
I n t h e frequency-response a n a l y s i s , s t r u c t u r a l damping c a n be r e a d i l y i n c l u d e d
by i n t r o d u c i n g t h e complex s t i f f n e s s k(l + i g ) i n p l a c e of k where g > 0 i s t h e
s t r u c t u r a l damping f a c t o r ( r e f . 9).
Then e q u a t i o n ( C 1 5 ) becomes

(rw;(i
+ ig)

- w24 + iw[~]

(C16)

I n t h e p r e s e n t f i n i t e element a n a l y s i s , t h e t o t a l number of d e g r e e s of freedom

i s e q u a l t o t w i c e t h e number of node p o i n t s minus t h e number of r i g i d body c o n s t r a i n t s .
I n g e n e r a l , however, o n l y a r e l a t i v e l y s m a l l number of t h e s e modes a r e of i n t e r e s t .
I n t h i s case, t h e f o r m u l a t i o n d e s c r i b e d above c a n b e used t o o b t a i n approximate, b u t
s t i l l v e r y a c c u r a t e r e s u l t s i f a reduced set of o n l y t h e lower frequency modes necess a r y t o g i v e s u f f i c i e n t l y converged r e s u l t s i s used i n e q u a t i o n (C6).
T h i s approximation h a s t h e advantage t h a t i n s t e a d of s o l v i n g t h e complete system of e q u a t i o n s

21

p r e s e n t e d i n e q u a t i o n (C9) one can a c h i e v e n e a r l y as a c c u r a t e r e s u l t s f o r t h e lowerf r e q u e n c y modes o f i n t e r e s t w i t h a reduced system of e q u a t i o n s . All of t h e r e s u l t s

p r e s e n t e d i n t h i s r e p o r t , however, w e r e o b t a i n e d from a n a l y s e s which i n c l u d e a l l of
t h e c o l l e c t i v e r o t o r modes and symmetric f u s e l a g e b e n d i n g modes.

22

-. . .

-.

..... .. . .. . . ..

REFERENCES

Coupled R o t o r / A i r f r a m e V i b r a t i o n P r e d i c t i o n

1.

S t a l e y , J . A.; and S c i a r r a ,
Methods. NASA SP-352,

2.

Hohenemser, K. H.; and Yin, S.-K.:

The R o l e of R o t o r Impedance i n t h e V i b r a t i o n
A n a l y s i s o f R o t o r c r a f t . V e r t i c a , v o l . 3 , nos. 3 / 4 , 1979, pp. 189-204.

3.

Hsu, T.-K.;
and P e t e r s , D. A.:
Coupled R o t o r / A i r f r a m e V i b r a t i o n A n a l y s i s by a
Combined Harmonic-Balance, Impedance-Matching Method. J . American H e l i c o p t e r
SOC., vol. 27, no. 1, J a n . 1982, pp. 25-34.

4.

Kunz, D. L . :
E f f e c t s of Rotor-Body Coupling i n a L i n e a r R o t o r c r a f t V i b r a t i o n
Model. P a p e r no. 23, 3 6 t h Annual Forum o f t h e American H e l i c o p t e r S o c i e t y ,
Washington, D . C . , May 1980.

5.

P r z e m i e n i e c k i , J . S.:
N e w York, 1968.

6.

Hodges, D. H . ; and Rutkowski, M. J . :

F r e e V i b r a t i o n A n a l y s i s o f R o t a t i n g B e a m s by
a V a r i a b l e - O r d e r F i n i t e Element Method. A I A A J . , v o l . 1 9 , no. 11, Nov. 1981,
pp. 1459-1466.

7.

B a r t l e t t , F. D . , J r . ; and F l a n n e l l y , W. G . :
A p p l i c a t i o n of A n t i r e s o n a n c e Theory
t o H e l i c o p t e r s . NASA SP-352, 1974, pp. 101-106.

8.

Meirovitch, L.:
York, 1967.

9.

S c a n l a n , R. H . ; and Rosenbaum, R.:

I n t r o d u c t i o n t o t h e Study o f A i r c r a f t Vibrat i o n and F l u t t e r . The Macmillan Company, New York, 1951.

Theory o f M a t r i x S t r u c t u r a l A n a l y s i s .

A n a l y t i c a l Methods i n V i b r a t i o n s .

McGraw-Hill

Book Co.,

The Macmillan Company, New

23

24

..

.. . . .

..

t
4

q1

42

q3

FX
Figure 1.- Beam-element geometry.

1-

I
I

HUB'
r

12

_I

.I

13

14

15

--r

16 17

18

10

I
I

I
I

19

20

I
I

11

FUSELAGE

21 22

Figure 2. - Rotorcraft model.

25

POINT MASS (NODE 6) = 233.5 kg (16.0 slug)

800

16 -

600

12 -

E
Y

I'
+

/ FUSELAGE

(3

\
.w
c

Z 400

-F 8 -

v)

v)
v)

2 200

4I

ft

-8

-4

x, m
F i g u r e 3 . - Rotor and f u s e l a g e m a s s d i s t r i b u t i o n s .

612
(0

4-

X
N

X 8

-?

3:

"0

2-

P
4

0-

-8

-20

0
ft

-10

20

10

-6

-4

-2

X. m
F i g u r e 4.-

26

Rotor and f u s e l a g e s t i f f n e s s d i s t r i b u t i o n s .

120
110
100
90
0

80

%
a
2 70

3
z
W

60

50
W

40
30

20
COUPLED EIGENVALUES

--

10

..
0

10

UNCOUPLED EIGENVALUES
I

20
30
ROTOR SPEED

a,

40
rad/sec

50

60

( a > In vacuo.
F i g u r e 5.-

Coupled and uncoupled r o t o r - f u s e l a g e e i g e n v a l u e s .

27

ROTOR SPEED, S2, radhec

(b) In air.

Figure 5.- Continued.

28

120

110
100

90

g 80

\
v)

3-

>

70

60

50
LU

a
LL

40
30
20

10

10

20
30
ROTOR SPEED

40

a, rad/sec

50

60

( c ) Coupled modes in vacuo and i n a i r .

F i g u r e 5. - Concluded.

29

... . .. .

.. .

. . ..

... . ...

..

UNCOUPLED ROTOR
IN VACUO

n = 0.00

n = 10.00

w = 4.624

w = 11.675

n = 20.00

LJ =

21.516

= 30.00

w=31.512

R = 40.00

w = 41.557

w = 51.632

50.00

n= 60.00

w = 61.727

COUPLED ROTOR-FUSELAGE

IN VACUO

w = 4.692

w = 11.841

w = 21.591

w = 32.340

w = 42.310

w = 19.825

w = 29.045

w = 38.245

w = 52.201

w=61.647

I N AIR
w = 4.692

w = 10.901

w = 47.366

REAL

IMAGINARY

(a) F i r s t r o t o r - f l a p mode.
F i g u r e 6 . - Uncoupled and coupled r o t o r - f u s e l a g e mode s h a p e s .

w = 56.471

I! = 0.00

51 = 10.00

I1 = 20.00

I1 = 30.00

11 = 40.00

R = 50.00

R = 60.00

w = 28.994

w = 38.580

w = 58.435

w=81.137

w = 104.781

w = 128.843

w = 153.133

w = 29.266

w = 38.756

w = 58.477

~~78.179

w = 105.751

w = 129.636

w = 153.688

UNCOUPLED ROTOR

IN VACUO

f
COUPLED ROTOR.FUSELAGE
IN VACUO

IN AIR

w= 29.266

w = 38.554

w = 57.946

ul =

80.474

REAL

IMAGINARY

(b) Second r o t o r - f l a p mode.

F i g u r e 6.-

Continued.

w = 104.348

w = 128.005

w = 151.846

(1 = 0.00

$1 = 10.00

R = 20.00

R = 30.00

R = 40.00

R = 60.00

R = 50.00

UNCOUPLED FUSELAGE

f
COUPLED ROTOR-FUSELAGE

IN VACUO

w = 25.398

w = 25.516

w = 25.807

....................

w = 25.203

w = 25.328

w = 25.372

w = 25.359

.........

........................

IN A I R
w = 25.398

REAL

w = 25.517

......................................

w = 25.608

w = 25.543

.............

Y 7 u..
u.

w = 25.486

.....................

_.....

w = 25.455

..............................

~,

u u u.

IMAGINARY

( c ) F i r s t symmetric f u s e l a g e - b e n d i n g mode.
F i g u r e 6 . - Continued.

w = 25.466

-e

n = 0.00

n = 10.00

n = 20.00

I1 = 30.00

R = 40.00

n = 50.00

I1 = 60.00

UNCOUPLED FUSELAGE

I
w = 79.317

-w

COUPLE0 ROTOR.FUSELAGE
IN VACUO

w = 78.987

w = 80.443

w = 81.001

w = 84.284

w = 80.686

w = 81.323

w = 82.313

w = 78.987

w = 80.471

w = 80.982

= 81 069

w = 80.774

w = 81.132

w = 81.463

IN AIR

.-

REAL

w w7Q-w:

..........................................................................................

IMAGINARY

(d) Second symmetric fuselage-bending mode.

Figure 6.- Concluded.

w
w

52 = 24.00

52 = 28.00

52 = 30.00

52 = 32.00

s2 = 36.00

\
IN VACUO

w = 67.151

- . ........................................................

w = 87.698

w = 96.425

w LJh...
u-d
w = 75.330

w = 78.179

........................

............................

IN AIR

w = 66.584

w = 80.471

w = 85.484

= 94.970

w LJ
............................

REAL

IMAGINARY

w = 75.567

........................

..I

.
R = 24.00

R = 30.00

R = 28.00

f136.00

fl = 32.00

IN VACUO

w.ww.
w w
w = 81.343

w = 82.431

w = 79.504

w = 84.284

w = 80.345

..........

................

...................

.........................

.-.

IN AIR
w = 81.212

w = 81.069

w w w

REAL

IMAGINARY

w = 81.349

...................

....................

.....................

w = 80.722

/
QY
W
'
............................
....................

F i g u r e 7.
Ln

"

u.

.-.

(b) Second symmetric fuselage-bending mode, R = 24-36 r a d / s e c .

w = 80.649

Continued.

............................
.......
..........

R = 22.00

R = 24.00

w = 23.303

w = 24.469

a = 28.00

52 = 26.00

/ N VACUO
=

n
.........

.........

1
.........

28.544

w = 30.395

/
.......

IN AIR

w = 21.651

o = 23.491

w = 25.340

REAL

..........

crrrrm

IMAGINARY

(c) F i r s t r o t o r - f l a p mode, R = 22-28 r a d l s e c .

F i g u r e 7.-

Continued.

w = 27.193

51 = 22.00

51 = 24.00

51= 26.00

a =28.00

w = 26.123

w = 26.987

w = 24.942

w = 25.1 16

1/

IN VACUO

u
-

..............................

.......................

IN AIR
w = 25.610

REAL

w = 25.601

w = 25.562

w = 25.583

vu\___
..............

........................

................ .-

.............YLLLC

.... ................

.......................

.........

...........

....................

.................

.mT;

..........................

.
c

( d ) F i r s t symmetric fuselage-bending mode, R

F i g u r e 7.-

Concluded.

22-28 r a d l s e c .

1oc

95

ISOLATED ROTOR
w/o AERO DAMPING

90
0

?!
3-

>

85

80

w
3
U

FUSELAGE ALONE
w/ ROTOR MASS

75

70

65

60
24

-COUPLED

ROTOR-FUSELAGE I N AIR

--COUPLED

ROTOR-FUSELAGE / N VACUO

26

28
30
32
ROTOR SPEED, R, rad/sec

34

36

F i g u r e 8.- E f f e c t of dynamic c o u p l i n g and aerodynamic damping on t h e

coupled r o t o r - f u s e l a g e modal f r e q u e n c i e s n e a r a c o a l e s c e n c e .

38

F = F,sin ut

j.

J
I

F i g u r e 9.-

J-

ROTOR

FUSELAGE

E x c i t a t i o n f o r c o u p l e d r o t o r - f u s e l a g e model.

39

1.2
m

-0

I-

.8-

w
-I
w

0 -4-

(a) 3-D p l o t .
F i g u r e 10.- Coupled r o t o r - f u s e l a g e

40

r e s p o n s e a t node 17.

10

20

30

40

50

60

ROTOR SPEED, S2, rad/sec

(b) Contour p l o t .

F i g u r e 10.- Concluded.

41

1.2

F i g u r e 11.- Coupled r o t o r - f u s e l a g e r e s p o n s e a t node 1 7 ; w i t h o u t aerodynamic damping.

42

F i g u r e 12.- Uncoupled f u s e l a g e r e s p o n s e a t node 1 7 t o a n o s c i l l a t o r y p o i n t - l o a d a t

r o t o r hub l o c a t i o n ; a c c e l e r a t i o n v e r s u s f o r c i n g frequency and r o t o r s p e e d .

43

I I I I1Il l Ill I I1l11111111~11111l1l111

1.o

.8
m

l-

.6

a
w
-I
w

.4

0
0

.2
-1 .-

20

40
60
80
FREQUENCY c3, rad/sec

100

120

F i g u r e 13.- Uncoupled f u s e l a g e r e s p o n s e a t node 1 7 t o a n o s c i l l a t o r y p o i n t - l o a d a t

r o t o r hub l o c a t i o n ; a c c e l e r a t i o n v e r s u s f o r c i n g f r e q u e n c y .

44

140

120

100
L

a
>
0
3

80

3
U
W

CT
U

a
z

60

2
W

F 40

20

13

14
15
16
FUSELAGE NODE STATION

17

F i g u r e 14.- A n t i r e s o n a n t f r e q u e n c y v e r s u s f u s e l a g e s t a t i o n f o r f o r c i n g a t node 17.

45

I I I I Il I I I I1 I I I II1 I I I1l11111111l111~1111l1l1l111

OD

;I:

(a) R e a l component a t node 14.

F i g u r e 15.- Coupled r o t o r - f u s e l a g e complex r e s p o n s e .

46

1-

...

(b) Imaginary component a t node 14.

F i g u r e 15.- Continued.

47

~~~

( c ) R e a l component a t node 1 7 .

Figure 15.- Continued.

48

.. . .

... . . .

. .._-....
.,., ,..

081
d

'

(d) Imaginary component a t node 1 7 .

F i g u r e 15. - Concluded.

49

( a ) Node 1 2 response.
F i g u r e 16.- Coupled r o t o r - f u s e l a g e r e s p o n s e a t v a r i o u s f u s e l a g e node p o i n t s .

RC

13

20

30

40

Rotor Speed R, rad/sec

(b) Node 13 r e s p o n s e .
F i g u r e 16.- Continued.

50

80

cn
N

30

(c) Node 14 response.

Figure 16.- Continued.

(d) Node 15 response.

Figure 16.- Continued.

bl
W

i
I10

100

0''
0

. . . , , . . . . , . . . . , . . . . , , .
10

20

30

40

Rotor Speed R, rad/se::

(e) Node 16 response.

Figure 16.- Continued.

7
-

50

60

120 1

O F0 !

LO

20

30

no

Rotor Speed R, rad/sec

( f ) k d e 1 7 response.

F i g u r e 16.- Concluded.

50

60

1P

3P

.6
m

2
0 .4

Ga

.2
0
0

a
0

10

20
30
ROTOR SPEED,

Figure 17.- Coupled rotor-fuselage

56

40

a, rad/sec
nP

50

60

response at node 17.

STRUCTURAL DAMPING

1.0

(a)

.8

-10%

--- 6%
- .- 2%

0)

1P

rc

li

2P

4P

3P

E.

.i!.
I

ROTOR SPEED,

a,radhec

10

20
30
ROTOR SPEED,

40

a,rad/sec

F i g u r e 18.- E f f e c t of s t r u c t u r a l aamping on coupled n r r e s p o n s e a t node 11.

(b) 2P r e s p o n s e ; (c) 3P r e s p o n s e ; ( d ) 4 P response.

50

60

(a) 1P r e s p o n s e ;

LOW RESPONSE REGION:

BETWEEN NATURAL FREQUENCIES OF
COMPANION COMPONENT

@
/

HIGH RESPONSE REGION:

BLADE MODE RESONANCE A T LOW S2, NOT OF
PRACTICAL IMPORTANCE (EXCEPT A T STARTUP)
VERY HIGH RESPONSE REGION: A T ROTORFUSELAGE MODAL COALESCENCE

ROTOR SPEED, R, rad/sec

F i g u r e 1 9 . - Q u a l i t a t i v e r e p r e s e n t a t i o n of c o u p l e d r o t o r - f u s e l a g e
s y s t e m n a t u r a l f r e q u e n c i e s a t node 1 7 .

58

response a t

1.0

1P

=- .8
cn

5 .6
K

Lu
0

.4

2 .2
0
1.o
cn

z-.a
0

.6

w
4 .4
w
0
0

Q -2

3P

50

ROTOR SPEED
F i g u r e 20.-

Coupled r o t o r - f u s e l a g e

a, radhec
nP

60

r e s p o n s e a t node 14.
59

97

( a ) 1P r e s p o n s e .
F i g u r e 21.-

60

V a r i a t i o n of c o u p l e d r o t o r - f u s e l a g e

nP

response with fuselage s t a t i o n .

( b ) 2P r e s p o n s e .

F i g u r e 21.-

Continued

61

.... ..

(c) 3P r e s p o n s e .

F i g u r e 21.-

62

Continued.

(d) 4 P response.
F i g u r e 21.-

Concluded.

63

I1 I I I I I I I I I I I l I ll11l11~1l11111l111l1l1l1l1l

-rr
E-

F = Fo sin w t

2ooor

Lu

5 1000
* $I

COUPLED ROTOR FUSELAGE

HUB SHEAR

WITHOUT ROTOR MASS

g
E-

'""I

Lu

-+ 5 1000
m

0
MROTOR
WITH ROTOR MASS

HUB REACTION FORCE

F i g u r e 22.-

Exact and approximate response c a l c u l a t i o n s .

64

..

...... .

.8r

g .8

2w

.4
0

'EXACT' FUSELAGE TRANSFER FUNCTION (NODE 17)

'APPROXIMATE' FUSELAGE TRANSFER FUNCTION (NODE 17)

F i g u r e 22.-

Concluded.

65

-COUPLED

l*ol(a)

e:

.......... UNCOUPLED WITHOUT ROTOR MASS

--

...
...
:;
.-. ...

UNCOUPLED WITH ROTOR MASS

cn

(b)

1P

a
W

.4

.2

0
0

-*-

3P

i"'

..
..
..
e.

4P

ROTOR SPEED, Si, rad/sec

F i g u r e 2 3 . - Comparison of c o u p l e d and uncoupled nP r e s p o n s e a t node 1 7 .
(b) 2P r e s p o n s e ; ( c ) 3P r e s p o n s e ; (d) 4P r e s p o n s e .

(a) 1P r e s p o n s e ;

3.0
---e

2.5

0-

I-

2
m
''
X

WITHOUT ROTOR MASS FOR

UNCOUPLED SYSTEM
WITH ROTOR MASS FOR
UNCOUPLED SYSTEM

I\

1P

2.0

I\

1.5

0)

1.0

.5
6.0
4
Q

2.5

I-

2 2.0

1I

3P

a
3
Ii,

I\

5.0
4.0

X 3.0

2 1.5

2 2.0

1.o
m

1.0
(C)

10

20
30
40
ROTOR SPEED s2, rad/sec

F i g u r e 24.-

50

60

10

20
30
40
ROTOR SPEED s1,rad/sec

R a t i o of approximate, uncoupled nP r e s p o n s e t o e x a c t coupled nP

( a ) 1P r e s p o n s e ; (b) 2P r e s p o n s e ; ( c ) 3P r e s p o n s e ; ( d ) 4 P r e s p o n s e .

response.

50

60

2000

- COUPLED ROTOR-FUSELAGE
ISOLATED, HUB-FIXED ROTOR

-*--

1500

1P

2P

a
w

I 1000

VI

500

2000
4P

3P

1500

oc'
a

1000

500

10

20
30
ROTOR SPEED

40

50

60

10

20
30
40
ROTOR SPEED SZ, rad/sec

a, rad/sec

50

60

F i g u r e 25.- Comparison o f c o u p l e d r o t o r - f u s e l a g e
nP hub s h e a r and i s o l a t e d , hub-fixed r o t o r nP
reaction force.
(a) 1 P hub s h e a r ; ( b ) 2P hub s h e a r ; (c) 3P hub s h e a r ; (d) 4 P hub s h e a r .

hub

2.51

-COUPLED ROTOR-FUSELAGE

--- ISOLATED, HUB-FIXED ROTOR

CT

5 2.0 -

1P

2P

v)

I 1.5

23

I (b)
2.5

I \

CT

5 2.0

CT

I
m

v)

VI

1 1.5

m
3
I 3.0

4P

-I

I-

2 1.0

2 2.0
>

2 1.0

0
CT

.5

(d)

u3

a
4.0
w

-I

5.0 3P

10

30
40
ROTOR SPEED i2, rad/sec

20

50

60

10

20

30

40

50

60

ROTOR SPEED i2, rad/sec

F i g u r e 2 6 . - R a t i o of i s o l a t e d , hub-fixed nP hub r e a c t i o n f o r c e t o coupled r o t o r - f u s e l a g e

(a) 1P hub s h e a r ; (b) 2P hub s h e a r ; ( c ) 3P hub s h e a r ; (d) 4P hub s h e a r .

nP

hub s h e a r .

NASA TP-2-118
AVRADCOM TR 82-A-15

1. Report No.

3. Recipient's Catalog No.

2. Government Accession No.

4 Title and Subtitle

THE VIBRATION CHARACTERISTICS OF A COUPLED

HELICOPTER ROTOR-FUSELAGE BY A FINITE ELEMENT
ANALYSIS

6. Performing Organization Code

8. Performing Organization Report No.

7 Authork)

Michael J. Rutkowski
__

9. Performing Organization Name and Address

NASA Ames Research C e n t e r and

AVRADCOM Research and Technology L a b o r a t o r i e s
M o f f e t t F i e l d , C a l i f . 94035

11. Contract or Grant No.

13. Type of Report and Period Covered

~~

~
~

N a t i o n a l A e r o n a u t i c s and
Space A d m i n i s t r a t i o n , Washington, D.C. 20546 and
U.S. Amy A v i a t i o n Research and Development
Command, S t . L o u i s , Mo. 63166
~-

12. Sponsoring Agency Name and Address

14. Sponsoring Agency Code

90 9-21-01

~.~
.. .. . .- .

15. Supplementary Notes

P o i n t of C o n t a c t : Michael Rutkowski, Ames Research C e n t e r , M a i l Stop 215-1,

M o f f e t t F i e l d , C a l i f . 94035 (415)965-5891 o r FTS 448-5891.
..

- .-

= -

~~

16. Abstract

The dynamic c o u p l i n g between t h e r o t o r system and t h e f u s e l a g e of a

s i m p l i f i e d h e l i c o p t e r model i n hover i s a n a l y t i c a l l y i n v e s t i g a t e d . Mass,
aerodynamic damping, and e l a s t i c and c e n t r i f u g a l s t i f f n e s s m a t r i c e s are p r e s e n t e d f o r t h e a n a l y t i c a l model; t h e model i s based on a beam f i n i t e element
w i t h polynomial m a s s and s t i f f n e s s d i s t r i b u t i o n s f o r b o t h t h e r o t o r and f u s e .
l a g e r e p r e s e n t a t i o n s . For t h i s a n a l y t i c a l model, o n l y symmetric f u s e l a g e anc
c o l l e c t i v e b l a d e d e g r e e s of freedom are t r e a t e d . R e a l and complex eigena n a l y s e s are c a r r i e d o u t t o o b t a i n coupled r o t o r - f u s e l a g e n a t u r a l modes and
f r e q u e n c i e s as a f u n c t i o n of r o t o r speed. V i b r a t i o n r e s p o n s e r e s u l t s are
o b t a i n e d f o r t h e coupled system s u b j e c t e d t o a r a d i a l l y uniform, harmonic
b l a d e l o a d i n g . The coupled r e s p o n s e r e s u l t s a r e compared w i t h r e s p o n s e
r e s u l t s from an uncoupled a n a l y s i s i n which hub l o a d s f o r an i s o l a t e d r o t o r
system s u b j e c t e d t o t h e same s i n u s o i d a l b l a d e l o a d i n g as t h e coupled system
are a p p l i e d t o a f r e e - f r e e f u s e l a g e . I t is shown t h a t a l t h o u g h t h e f u s e l a g e
r e s p o n s e as a f u n c t i o n of f o r c i n g frequency and r o t o r speed i s s i m i l a r i n th6
two cases, t h e r e s p o n s e s r e s u l t i n g from t h e approximate, uncoupled a n a l y s i s
are s i g n i f i c a n t l y g r e a t e r t h a n t h o s e r e s u l t i n g from t h e coupled a n a l y s i s .
Thus, i t i s n e c e s s a r y t o c a r r y o u t a coupled r o t o r - f u s e l a g e a n a l y s i s i n
o r d e r t o a c c u r a t e l y p r e d i c t t h e f u s e l a g e v i b r a t i o n response.
-

Dynamic s t r u c t u r a l a n a l y s i s
F i n i t e element method
Helicopter design
Rotary wing a i r c r a f t
. .
S t r u c t u r a..l v i b r a t i o n
9. Security Classif. (of this report)

Unclassified
.

- -

-.

._

18. Distribution Statement

7. Key Words (Suggested by Author(s))

U n c l a s s i f i e d - Unlimited

S u b j e c t Category:
..

20. Security Classif. (of this page)

Unclassified

~... . -

.~

21.
.

NO.

;7~ws
...

05

~~

22. Rice*

A05

*For sale by the National Technical Information Service, Springfield, Virginia 2 2 1 6 1

NASA-Langley, 1983

I I I IIII1111l1l111111111111~IIIIl1
National Aeronautics and
Space Administration

III

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Postage and Fees Paid

National Aeronautics and
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