US010457380B2

(12 ) Choi
United
et al.
States Patent ( 10 ) Patent No.: US 10,457,380 B2
(45 ) Date of Patent: Oct. 29, 2019
(54 ) ARTICULATED ROTOR SYSTEMS WITH (58 ) Field of Classification Search
PITCH INDEPENDENT DAMPING CPC B64C 27/35 ; B64C 27/51; B64C 27/635
See application file for complete search history.
( 71) Applicant: Bell Helicopter Textron Inc., Fort
Worth , TX (US ) (56 ) References Cited
(72) Inventors : Jouyoung Jason Choi, Fort Worth , TX U.S. PATENT DOCUMENTS
(US ); Thomas Clement Parham , Jr.,
Fort Worth , TX (US ); Gary Miller , 4,341,499 A * 7/1982 Peterson B64C 27/35
Fort Worth , TX (US ); Frank Bradley 4/1990 Guimbal
416/134 A
B64C 27/51
Stamps, Fort Worth , TX (US ) 4,915,585 A *
416/107
( 73) Assignee : Bell Textron Inc., Fort Worth , TX (US ) (Continued )
( * ) Notice : Subject to any disclaimer, the term of this OTHER PUBLICATIONS
patent is extended or adjusted under 35
U.S.C. 154 (b ) by 608 days . European Search Report; Application No. 18167032.4 ; European
Patent Office ; dated Jul. 3 , 2018 .
( 21) Appl. No .: 15 /636,448 (Continued )
( 22 ) Filed : Jun . 28 , 2017
Primary Examiner — Justin M Benedik
(65 ) Prior Publication Data (74 ) Attorney, Agent, or Firm - Lawrence Youst PLLC
US 2019/0002085 A1 Jan. 3 , 2019
( 57 ) ABSTRACT
(51) Int. Cl.
B64C 11/06 (2006.01 ) A proprotor system operable for use on a tiltrotor aircraft
B64C 27/35 (2006.01) having a helicopter flight mode and an airplane flightmode .
B64C 27/51 (2006.01) The proprotor system includes a rotor hub and a plurality of
B64C 27/635 ( 2006.01 ) proprotor blades coupled to the rotor hub such that each
B64C 29/00 ( 2006.01) proprotor blade has three independent degrees of freedom
B64C 11/32 ( 2006.01 ) relative to the rotor hub including blade pitch about a pitch
F16F 15/121 (2006.01 ) change axis , blade flap about a flapping axis and lead -lag
(Continued ) about a lead - lag axis . Each of a plurality of spherical
(52 ) U.S. CI. bearings couples one of the proprotor blades with the rotor
CPC B64C 11/06 ( 2013.01 ); B64C 11/32 hub . In addition , each of a plurality of lead - lag dampers
(2013.01 ); B64C 27/35 (2013.01); B64C 27/51 couples one of the proprotor blades with the rotor hub ,
(2013.01); B64C 27/635 (2013.01) ; B64C wherein each lead - lag damper is aligned with the pitch
29/0033 (2013.01); F16F 15/121 ( 2013.01 );
change axis of the respective proprotor blade, thereby pro
viding pitch independent lead - lag damping.
F16C 23/043 (2013.01 ); F16C 27/02
(2013.01 ); F16C 2326/43 (2013.01); F16F
15/124 (2013.01); F16F 15/1208 (2013.01) 20 Claims, 5 Drawing Sheets

26b 28b -34

30b 10
16 32b

18
34 144 -26b 10 -16
-28b
32b 12
18 14
30a 28a 26a 30b
-34

32a

26a

32a
30a
34
28a
 US 10,457,380 B2
Page 2

(51) Int. Ci. 2009/0110555 A1 * 4/2009 Jones B64C 27/51

F16C 23/04 ( 2006.01 ) 416/140
F16C 27/02 ( 2006.01 ) 2010/0247312 A1 * 9/2010 Girard B64C 27/35
F16F 15/12 416/134 A
( 2006.01) 2013/0004311 A1 * 1/2013 Stamps B64C 27/35
F16F 15/124 (2006.01) 416/1
2013/0105637 A1 * 5/2013 Stamps B64C 29/0033
(56 ) References Cited 244/76 R
2014/0248150 A1 * 9/2014 Sutton B64C 27/32
U.S. PATENT DOCUMENTS 416/1
2015/0122953 A1 * 5/2015 Burnett B64C 27/33
5,228,834 A * 7/1993 Yamamoto B640 27/33 244/7 A
416/131 2015/0251753 A1 * 9/2015 Jarrett B64C 27/35
5,372,478 A * 12/1994 McCafferty B64C 27/51 416/104
416/106 2015/0336664 A1 * 11/2015 Rauber B64C 27/54
5,620,305 A * 4/1997 McArdle B64C 27/45 416/1
416/134 A 2016/0059959 A1 * 3/2016 Stucki B64C 27/48
6,641,365 B2 * 11/2003 Karem B64C 27/33 416/131
416/1 2017/0129598 A1 * 5/2017 Stucki B64C 27/48
7,828,525 B2 * 11/2010 Stamps B64C 27/35 2017/0334555 A1* 11/2017 Amari B64C 27/48
188 /266.3
7,845,909 B2 * 12/2010 Stamps B64C 27/48
OTHER PUBLICATIONS
416/134 A
8,181,755 B2 5/2012 Stamps et al. European Exam Report; Application No. 18167032.4 ; European
8,424,799 B2 * 4/2013 Popelka B64C 27/001
Patent Office ; dated Nov. 22 , 2018 .
244 /17.27
8,955,792 B2 * 2/2015 Schank B64C 27/008 European Exam Report; Application No. 18167032.4 ; European
244 /17.13 Patent Office ; dated Jul. 25 , 2018 .
9,126,680 B2 * 9/2015 Stamps B64C 27/51
9,284,051 B2 * 3/2016 Amari B64C 27/51 * cited by examiner
U.S. Patent Oct. 29 , 2019 Sheet 1 of 5 US 10,457,380 B2

26b 28b
30b 10

N -16

18 12
34 14

32b
26a
30a 28a

Fig .1A 32a

34

-34
32b

-26b 10 -16
28b
N
14
12
18
30b
34

-32a

-26a

30a

Fig .1B 28a

U.S. Patent Oct. 29, 2019 Sheet 2 of 5 US 10,457,380 B2

-104

-110
100
,
2
112

114 102
116 102a
120
118 124
118c 1221
118al

Ke

118b
-118
102b
134
106
138

140

Fig.2A
-108
U.S. Patent Oct. 29 , 2019 Sheet 3 of 5 US 10,457,380 B2

0 0
o -102
-102a

y
0 132

-102b
134b

126 -118a
-124
136 -122

-130

-120
1340
-118
118b

-1180

-134a
-140
134 -138
106

128
108 Fig.2B
U.S. Patent Oct. 29, 2019 Sheet 4 of 5 US 10,457,380 B2

-204

-210

212
200
200

214 202
216 202a
220
224
2221 218a

2180 -218
218b
206

234 238

240
Fig.3A

-208
U.S. Patent Oct. 29, 2019 Sheet 5 of 5 US 10,457,380 B2

0
0
202 202a

00 00
218d
232 224
220 218a
218c 222
226
-234c 202b
-234b
-234
228
-236 00 00
218 -234f
234a
206 234e
218b] -230
-234d

238
O -208

240
106
Fig.3B
 US 10,457,380 B2
1 2
ARTICULATED ROTOR SYSTEMS WITH In some embodiments, each lead - lag damper may include
PITCH INDEPENDENT DAMPING an in -plane spring rate that is independent of blade pitch . In
certain embodiments , each lead - lag damper may be disposed
TECHNICAL FIELD OF THE DISCLOSURE outboard of the respective spherical bearing. In other
5 embodiments , each lead - lag damper may be disposed

The present disclosure relates, in general, to rotor systems inboard of the respective sphericalbearing . In some embodi
operable for use on rotorcraft and , in particular, to articu ments , each lead -lag dampermay include a damping cylin
lated rotor systems operable for use on tiltrotor aircraft der coaxially aligned with the pitch change axis of the
including a plurality of proprotor blades each coupled to a 10 respective proprotor blade , a damping support coupled to the
rotor hub via a coincident hinge and a lead -lag damper that rotor hub and a damping link coupling the damping cylinder
provides pitch independent damping . to the damping support . In such embodiments, the damping
link may be coupled to the damping support inline with the
BACKGROUND flapping axis of the respective proprotor blade . Also , in such
15 embodiments , each damping cylinder may include a
Tiltrotor aircraft typically include multiple propulsion mechanical spring , a fluid spring or a combination thereof
assemblies that are positioned near outboard ends of a fixed having an in - plane spring rate operable to provide lead - lag
wing. Each propulsion assembly may include an engine and damping to the respective proprotor blade and/or at least a
transmission that provide torque and rotational energy to a portion of each damping cylinder may be operable to rotate
drive shaft that rotates a proprotor system including a rotor 20 about the pitch change axis of the respective proprotor blade
hub and a plurality of proprotor blades. Typically, at least a responsive to a change in pitch of the respective proprotor
portion of each propulsion assembly is rotatable relative to blade .
the fixed wing such that the proprotor blades have a gener In certain embodiments , each lead -lag damper may
ally horizontal plane of rotation providing vertical lift for include an elastomeric damping element coupled to the rotor
takeoff, hovering and landing , much like a conventional 25 hub and a damping link coupling the respective proprotor
helicopter, and a generally vertical plane of rotation provid blade to the elastomeric damping element. In such embodi
ing forward thrust for cruising in forward flight with the ments, the damping link may have a first rotary bearing
fixed wing providing lift, much like a conventional propeller coaxially aligned with the pitch change axis ofthe respective
driven airplane . In addition , tiltrotor aircraft can be operated proprotor blade and a second rotary bearing coupled to the
in configurations between the helicopter flight mode and the 30
airplane flight mode , which may be referred to as conversion
elastomeric damping element. In some embodiments , a
flightmode . plurality of blade anchors may each couple one of the
Certain rotor systems include an articulated connection spherical bearings with the rotor hub . In certain embodi
between the rotor blades and the rotor hub such that the rotor ments , a plurality of blade gripsmay each couple one of the
blades have three independent degrees of freedom ; namely, 35 spherical bearings with the respective proprotor blade. In
blade pitch , blade flap and lead - lag motion . These rotor such embodiments , each blade grip may include a pitch horn
operable to receive collective input and /or cyclic input from
systems typically include a lead - lag damper for each rotor a pitch control assembly .
blade. In addition , these rotor systemsmay include a sepa
rate hinge for each degree of freedom of each rotor blade In a second aspect, the present disclosure is directed to a
requiring , for example, twelve hinges in a rotor system 40 tiltrotor aircraft having a helicopter flight mode and an
having four rotor blades. One option for reducing the airplane flight mode. The tiltrotor aircraft includes a fuse
complexity of such rotor systems is to use spherical elasto lage, a wing extending from the fuselage having first and
meric bearings for coupling the rotor blades to the rotor hub second outboard ends and first and second pylon assemblies
providing a coincident hinge for all three degrees of free respectively coupled to the wing proximate the first and
dom . It has been found , however , that the damping force of 45 second outboard ends. A proprotor system is operably asso
lead -lag dampers in such coincident hinge articulated rotor ciated with each pylon assembly. Each proprotor system
systems is affected by the pitch of the rotor blades . Such includes a rotor hub and a plurality of proprotor blades
pitch dependent damping is problematic for tiltrotor aircraft coupled to the rotor hub such that each proprotor blade has
as the proprotor systemsmust operate in both helicopter and three independent degrees of freedom relative to the rotor
airplane flight modes. 50
hub including blade pitch about a pitch change axis, blade
SUMMARY flap about a flapping axis and lead - lag about a lead - lag axis .
Each of a plurality of sphericalbearings couples one of the
In a first aspect, the present disclosure is directed to a proprotorofblades with the rotor hub . In addition , each of a
proprotor system for tiltrotor aircraft having a helicopter 55 plurality lead -lag dampers couples one of the proprotor
mode and an airplane mode. The proprotor system includes blades with the rotor hub , wherein each lead-lag damper is
a rotor hub and a plurality of proprotor blades coupled to the aligned with the pitch change axis of the respective propro
tor blade, thereby providing pitch independent lead -lag
rotor hub such that each proprotor blade has three indepen damping
dent degrees of freedom relative to the rotor hub including
blade pitch about a pitch change axis, blade flap about a 60 BRIEF DESCRIPTION OF THE DRAWINGS
flapping axis and lead -lag about a lead - lag axis . Each of a
plurality of spherical bearings couples one of the proprotor
blades with the rotor hub . In addition , each of a plurality of For a more complete understanding of the features and
lead - lag dampers couples one of the proprotor blades with advantages of the present disclosure, reference is now made
the rotor hub ,wherein each lead- lag damper is aligned with 65 to the detailed description along with the accompanying
the pitch change axis of the respective proprotor blade, figures in which corresponding numerals in the different
thereby providing pitch independent lead -lag damping . figures refer to corresponding parts and in which :
 US 10,457,380 B2
3 4
FIGS. 1A - 1B are schematic illustrations of a tiltrotor include fixed nacelles 28a , 28b , respectively, each of which
aircraft in an airplane flight mode and a helicopter flight preferably houses a fixed portion of a drive system such as
mode , respectively, in accordance with embodiments of the an engine and transmission . A pylon assembly 30a is rotat
present disclosure ; able relative to fixed nacelle 28a and wing 18 between a
FIG . 2A is an isometric view ofa proprotor system for use 5 generally horizontalorientation , as best seen in FIG . 1A , and
on a tiltrotor aircraft in accordance with embodiments of the a generally vertical orientation, as best seen in FIG . 1B .
present disclosure; Pylon assembly 30a preferably includes a portion of the
FIG . 2B is an isometric view of a lead -lag damper of a drive system and a proprotor system 32a that is rotatable
proprotor system for use on a tiltrotor aircraft in accordance responsive to torque and rotational energy provided via the
with embodiments of the present disclosure ; 10 drive system . Likewise, a pylon assembly 306 is rotatable
FIG . 3A is an isometric view of a proprotor system for use relative to fixed nacelle 28b and wing 18 between a gener
on a tiltrotor aircraft in accordance with embodiments of the ally horizontal orientation , as best seen in FIG . 1A , and a
present disclosure ; and generally vertical orientation , as best seen in FIG . 1B . Pylon
FIG . 3B is an isometric view of a lead -lag damper of a assembly 30b preferably includes a portion of the drive
proprotor system for use on a tiltrotor aircraft in accordance 15 system and a proprotor system 32b that is rotatable respon
with embodiments of the present disclosure . sive to torque and rotational energy provided via the drive
system . In the illustrated embodiment, proprotor systems
DETAILED DESCRIPTION 32a , 32b each include five proprotor blade assemblies 34 .
It should be understood by those having ordinary skill in
While the making and using of various embodiments of 20 the art that even though the illustrated embodiment depicts
the present disclosure are discussed in detail below , it should the proprotor systems having five proprotor blades, a pro
be appreciated that the present disclosure provides many protor system of the present disclosure could have alternate
applicable inventive concepts, which can be embodied in a numbers of proprotor blades both greater than or less than
wide variety of specific contexts . The specific embodiments five including proprotor systems having three proprotor
discussed herein are merely illustrative and do not delimit 25 blades, proprotor systems having four proprotor blades or
the scope of the present disclosure . In the interest of clarity, proprotor systems having at least six proprotor blades. The
not all features of an actual implementation may be position of pylons 30a , 30b , the angular velocity or revo
described in the present disclosure . It will of course be lutions per minute (RPM ) of the proprotor systems 32a , 32b ,
appreciated that in the development of any such actual the pitch of proprotor blades 34 and the like are determined
embodiment, numerous implementation - specific decisions 30 using a flight control system , with or without pilot input, to
must be made to achieve the developer's specific goals, such selectively control the direction , thrust and lift of tiltrotor
as compliance with system -related and business-related con aircraft 10 during flight. As used herein , the term “ coupled ”
straints , which will vary from one implementation to may include direct or indirect coupling by any means,
another. Moreover, it will be appreciated that such a devel including moving and /or non-moving mechanical connec
opment effort might be complex and time-consuming but 35 tions .
would be a routine undertaking for those of ordinary skill in FIG . 1A illustrates tiltrotor aircraft 10 in a forward flight
the art having the benefit of this disclosure. mode or airplane flight mode , in which proprotor systems
In the specification , reference may be made to the spatial 32a , 32b are positioned to rotate in a substantially vertical
relationships between various components and to the spatial plane to provide a forward thrust while lifting force is
orientation of various aspects of components as the devices 40 supplied by wing 18 such that tiltrotor aircraft 10 flies much
are depicted in the attached drawings. However, as will be like a conventional propeller driven aircraft. FIG . 1B illus
recognized by those skilled in the art after a complete trates tiltrotor aircraft 10 in a vertical takeoff and landing
reading of the present disclosure , the devices, members , (VTOL ) flight mode or helicopter flight mode, in which
apparatuses, and the like described herein may be positioned proprotor systems 32a , 32b are positioned to rotate in a
in any desired orientation . Thus, the use of terms such as 45 substantially horizontal plane to provide a vertical lift such
" above,” “ below ," " upper," " lower” or other like terms to that tiltrotor aircraft 10 flies much like a conventional
describe a spatial relationship between various components helicopter. During operation , tiltrotor aircraft 10 may con
or to describe the spatial orientation of aspects of such vert from helicopter flight mode to airplane flight mode
components should be understood to describe a relative following vertical takeoff and /or hover. Likewise , tiltrotor
relationship between the components or a spatial orientation 50 aircraft 10 may convert back to helicopter flight mode from
of aspects of such components , respectively , as the device airplane flight mode for hover and/ or vertical landing. In
described herein may be oriented in any desired direction . addition , tiltrotor aircraft 10 can perform certain flight
Referring to FIGS. 1A - 1B in the drawings, a tiltrotor maneuvers with proprotor systems 32a , 325 positioned
aircraft is schematically illustrated and generally designated between airplane flight mode and helicopter flight mode,
10. Tiltrotor aircraft 10 includes a fuselage 12 , a wing mount 55 which can be referred to as conversion flight mode.
assembly 14 that is rotatable relative to fuselage 12 and a tail Preferably , each fixed nacelle 28a , 28b houses a drive
assembly 16 having control surfaces operable for horizontal system , such as an engine and transmission , for supplying
and /or vertical stabilization during forward flight. A wing 18 torque and rotational energy to a respective proprotor system
is supported by wing mount assembly 14 and rotates with 32a , 32b . In such embodiments, the drive systems of each
wing mount assembly 14 relative to fuselage 12 to enable 60 fixed nacelle 28a , 28b may be coupled together via one or
tiltrotor aircraft 10 to convert to a storage configuration . more drive shafts located in wing 18 such that either drive
Together, fuselage 12 , tail assembly 16 and wing 18 as well system can serve as a backup to the other drive system in the
as their various frames, supports , longerons, stringers , bulk event of a failure. Alternatively or additionally, fuselage 12
heads, spars, ribs, skins and the like form the airframe of may include a drive system , such as an engine and trans
tiltrotor aircraft 10 . 65 mission , for providing torque and rotational energy to each
Coupled to the outboard ends of wing 18 are propulsion proprotor system 32a , 32b via one or more drive shafts
assemblies 26a, 26b . Propulsion assemblies 26a, 26b located in wing 18. In tiltrotor aircraft having both nacelle
 US 10,457,380 B2
5 6
and fuselage mounted drive systems, the fuselage mounted Proprotor blades 34 are preferably designed to a desired
drive system may serve as a backup drive system in the stiffness and /or stiffness to mass ratio such that when oper
event of failure of either or both of the nacelle mounted drive ated within the proprotor systems of the present disclosure ,
systems. the first - in -plane frequency of proprotor blades 34 is below
It should be understood by those having ordinary skill in 5 1.0 /rev . For example , the first -in -plane frequency for both
the art that teachings of certain embodiments relating to the helicopter mode and airplane mode operations of proprotor
proprotor systemsof the present disclosure described herein blades 34 may be in a range between about 0.2 /rev and about
may apply to aircraft other than tiltrotor aircraft, such as 0.9 /rev . In such embodiments, the first- in -plane frequency of
non -tilting rotorcraft including helicopter rotor systems and proprotor blades 34 may preferably be in a range between
fixed wing aircraft including propeller systems. In addition , 10 about 0.3 /rev and about 0.85 /rev . Maintaining a suitable
it should be understood by those having ordinary skill in the first - in -plane frequency decouples the first- in -plane lead -lag
art that teachings of certain embodiments relating to the frequency from the per revolution excitations frequencies
proprotor systems of the present disclosure described herein and the out- of- plane flapping frequency
may apply to both manned and unmanned aircraft . Referring next to FIGS . 2A - 2B in the drawings, a pro
In general , proprotor systems for tiltrotor aircraft should 15 protor system for tiltrotor aircraft is depicted and generally
be designed to achieve blade flap or out-of-plane frequencies designated 100. In the illustrated embodiment, proprotor
and lead -lag or in -plane frequencies that are sufficiently system 100 includes a rotor hub 102 having five proprotor
distant from the excitation frequencies generated by the blades 104 coupled thereto with one of the proprotor blades
proprotor systems corresponding to 1/rev ( 1 per revolution ), 104 removed in FIG . 2A to reveal a coupling assembly 106 .
2/rev , 3/rev, etc. As an example, if a proprotor system has an 20 Rotor hub 102 has an upper rotor plate 102a and a lower
operating speed of 360 RPM , the corresponding 1/ rev exci rotor plate 102b . A mast 108 is received within an opening
tation frequency is 6 Hertz (360 /60 = 6 Hz). Similarly, the extending through the body of rotor hub 102 such that rotor
corresponding 2 /rev excitation frequency is 12 Hz and the hub 102 rotates therewith . Mast 108 is coupled to a drive
corresponding 3 /rev excitation frequency is 18 Hz. It should system of the tiltrotor aircraft including an engine and
be understood by those having ordinary skill in the art that 25 transmission that provide torque and rotational energy to
a change in the operating speed of a proprotor system will proprotor system 100 to enable rotation about a rotational
result in a proportional change in the excitation frequencies axis 110. In the illustrated embodiment, each proprotor blade
generated by the proprotor system . For tiltrotor aircraft , 104 includes an outer skin 112 having a spar 114 that extends
flight in airplane mode typically requires less thrust than spanwise toward the tip of proprotor blade 104. Spars 114
flight in helicopter mode . One way to reduce thrust as well 30 are preferably the main structural member of proprotor
as increase endurance, reduce noise levels and reduce fuel blades 104 designed to carry the primary centrifugal and
consumption is to reduce the operating speed of the propro bending loads ofproprotor blades 104. Proprotor blades 104
tor systems. For example, in helicopter de , the tiltrotor may have a root-to -tip twist on the order of about 20 degrees
aircraft may operate at 100 percent of design RPM , but in to about 40 degrees or other suitable root-to -tip twist. Each
airplane mode, the tiltrotor aircraft may operate at a reduced 35 spar 114 has a root section depicted as integral cuff 116 to
percent of design RPM such as between about 80 percent enable coupling of each proprotor blade 104 with a respec
and about 90 percent of design RPM , between about 70 tive blade grip 118 of a coupling assembly 106 using suitable
percent and about 80 percent of design RPM , between about connecting members depicted as pins 120. In the illustrated
60 percent and about 70 percent of design RPM , between embodiment, each blade grip 118 includes a bearing support
about 50 percent and about60 percentof design RPM and /or 40 118a , a pitch horn 118b and a grip loop 118c, as best seen
between about 40 percent and about 50 percent of design in FIG . 2B .
RPM . Thus , to achieve desirable rotor dynamics, the pro Each coupling assembly 106 includes a blade anchor 122
protor systems for tiltrotor aircraft should be designed to that is coupled to upper rotor plate 102a and lower rotor
avoid the frequencies of 1/ rev, 2 /rev, 3/ rev, etc. for both plate 102b by bolting or other suitable technique . Each
helicopter mode and airplane mode operations. 45 coupling assembly 106 also includes a centrifugal force
In the illustrated embodiment, each proprotor system 32a , bearing 124. As illustrated , each centrifugal force bearing
32b includes five proprotor blades 34 that are positioned 124 is a twin spherical elastomeric bearing having a pair of
circumferentially about a rotor hub at approximately sev oppositely disposed spherical surfaces. The inboard spheri
enty -two degree intervals . Preferably , proprotor blades 34 cal surface of each centrifugal force bearing 124 corre
are formed from a high - strength and lightweight material. 50 sponds to a spherical surface of a bearing support 118a and
For example , the structural components of proprotor blades the outboard spherical surface of each centrifugal force
34 may be formed from carbon -based materials such as bearing 124 corresponds to a spherical surface of blade
graphite -based materials , graphene -based materials or other anchor 122. The connections between centrifugal force
carbon allotropes including carbon nanostructure-based bearings 124 and bearing supports 118a and between cen
materials such as materials including single -walled and 55 trifugal force bearings 124 and blade anchors 122 are
multi-walled carbon nanotubes. In one example, the spar permanent and may bemade by vulcanizing the elastomeric
and /or skin of proprotor blades 34 are preferably monolithic material of centrifugal force bearings 124 directly on these
structures formed using a broad goods and /or layered tape surfaces or by bonded , adhered or otherwise secured the
construction process having a manual or automated layup of elastomeric material in a non - removable manner to these
a plurality of material layers including carbon fabrics, car- 60 surfaces. As such , the spherical surfaces ofbearing supports
bon tapes and combinations thereof, positioned over one or 118a and blade anchors 122 along with centrifugal force
more mandrels having simple geometric surfaces with bearings 124 may be considered a single mechanical ele
smooth transitions. After curing and other processing steps , ment. Centrifugal force bearings 124 may include a plurality
the material layers form high -strength , lightweight solid of rigid shims disposed between layers of the elastomeric
compositemembers. In this process , thematerial thicknesses 65 material. The durometer and thickness of the materials as
of the components can be tailoring spanwise and chordwise well as the stiffness, softness and /or spring rate of centrifu
to achieve the desired properties. gal force bearings 124 may be tailored to achieve the desired
 US 10,457,380 B2
7 8
operational modes based upon the loads and motions to other proprotor blades 104 and rotor hub 102 , changing
expected in the particular application . In operation , each pitch responsive to changes in position of the respective
centrifugal force bearing 124 is operable to provide a pitch link 138. During pitch change operations, blade grips
centrifugal force retention load path from a proprotor blade 118 rotate relative to the respective lead - lag dampers 134 .
104 to rotor hub 102 via a blade grip 118 and a blade anchor 5 For example, lead -lag dampers 134 may be mounted to
122 . blade grips 118 with thrust and rotary bearings to enable this
Each centrifugal force bearing 124 provides a coincident relative rotation . Alternatively, lead-lag dampers 134 may
hinge with a center point 126 for the pitch change degree of include elastomeric elements that allow the portion of lead
freedom , the flapping degree of freedom and the lead -lag lag dampers 134 that is coupled to a blade grip 118 to rotate
degree of freedom of the respective rotor blade 104 relative 10 relative to the portion of lead - lag dampers 134 that is
to rotor hub 102. As best seen in FIG . 2B , pitch change axis coupled to a damping support 134b via a damping link 134c.
128 , flapping axis 130 and lead -lag axis 132 all pass through In either case , rotation of blade grips 118 responsive to pitch
coincident hinge point 126.As such , centrifugal force bear change operations does not affect the in -plane spring rate of
ings 124 allow each rotor blade 104 to move independent of lead -lag dampers 134 as damping cylinders 134a are coaxi
the other rotor blades 104 and independent of rotor hub 102 15 ally aligned with the respective pitch change axes 128 .
with a pitch change degree of freedom , a flapping degree of During flight operations of tiltrotor aircraft 10 , the pro
freedom and a lead -lag degree of freedom about coincident protor blades may tend to oscillate forward to a lead position
hinge point 126 . and backwards to a lag position as the proprotor system
Each coupling assembly 106 includes a lead - lag damper rotates as a result of conservation of momentum and accel
134. Each lead - lag damper 134 has an in - plane spring rate 20 eration /deceleration caused by the Coriolis effect. Lead - lag
operable to apply a damping force to the lead - lag degree of dampers 134 have an in -plain spring rate operable to apply
freedom of a proprotor blade 104 to reduce the in -plane a damping force to prevent excess back and forth movement
oscillation of the proprotor blade 104. The stiffness, softness of proprotor blade 104. As discussed herein , the lead -lag
and /or in -plane spring rate of lead -lag dampers 134 may be damping force is unaffected by and /or independent of the
tailored to achieve the desired operationalmodes based upon 25 flapping degree of freedom of proprotor blade 104. In
the loads and motions expected in the particular application . addition , as discussed herein , the lead -lag damping force is
In the illustrated embodiment, each lead -lag damper 134 unaffected by and/or independent of the pitch change degree
includes a damping cylinder 134a, a damping support 134b of freedom of proprotor blade 104.
and a damping link 134c . Each damping cylinder 134a is Referring next to FIGS. 3A -3B in the drawings, a pro
disposed within a respective grip loop 118c and is coupled 30 protor system for tiltrotor aircraft is depicted and generally
between a bearing support 118a and an outboard portion of designated 200. In the illustrated embodiment, proprotor
the grip loop 118c. Each damping cylinder 134a is disposed system 200 includes a rotor hub 202 having five proprotor
outboard of the respective centrifugal force bearing 124 . blades 204 coupled thereto with one of the proprotor blades
Each damping cylinder 134a is coaxially aligned with the 204 removed in FIG . 3A to reveal a coupling assembly 206 .
pitch change axis 128 of the respective proprotor blade 104. 35 Rotor hub 202 has an upper rotor plate 202a and a lower
In one example, damping cylinders 134a may be mechanical rotor plate 202b . A mast 208 is received within an opening
springs having an in - plane spring rate operable to provide extending through the body of rotor hub 202 such that rotor
lead - lag damping to the respective proprotor blade 104. In hub 202 rotates therewith . Mast 208 is coupled to a drive
another example , damping cylinders 134a may be fluid system of the tiltrotor aircraft including an engine and
springs having an in -plane spring rate operable to provide 40 transmission that provide torque and rotational energy to
lead - lag damping to the respective proprotor blade 104. In a proprotor system 200 to enable rotation about a rotational
further example , damping cylinders 134a may be mechani axis 210. In the illustrated embodiment, each proprotor
cal springs in combination with fluid springs having an blade 204 includes an outer skin 212 having a spar 214 that
in -plane spring rate operable to provide lead -lag damping to extends spanwise toward the tip of proprotor blade 204 .
the respective proprotor blade 104. 45 Spars 214 are preferably the main structural member of
Each damping support 134b is coupled to upper rotor proprotor blades 204 designed to carry the primary centrifu
plate 102a and lower rotor plate 102b by bolting or other gal and bending loads of proprotor blades 204. Proprotor
suitable technique . Each damping link 134c is respectively blades 204 may have a root- to -tip twist on the order of about
coupled between a damping cylinder 134a and a damping 20 degrees to about 40 degrees or other suitable root-to -tip
support 134b . In the illustrated embodiment, each damping 50 twist . Each spar 214 has a root section depicted as integral
link 134c is securably coupled to a flange of a damping cuff 216 to enable coupling of each proprotor blade 204 with
cylinder 134a . On the opposite end , each damping link 134c a respective blade grip 218 of a coupling assembly 206 using
include a rotary bearing that is received on a rod of a suitable connecting members depicted as pins 220. In the
damping support 134b that provides a damping axis 136 illustrated embodiment, each blade grip 218 includes a
about which each damping link 134c may rotate. Each 55 bearing support 218a , a pitch horn 218b , a grip member
damping axis 136 is inline with or in the same plane as the 218c and a spindle 218d , as best seen in FIG . 2B .
flapping axis 130 of the respective proprotor blade 104. In Each coupling assembly 206 includes a blade anchor 222
this configuration , oscillation of proprotor blades 104 about that is coupled to upper rotor plate 202a and lower rotor
their respective flapping axes 130 does not affect the in plate 202b by bolting or other suitable technique. Each
plane spring rate of lead -lag dampers 134 . 60 coupling assembly 206 also includes a centrifugal force
In the illustrated embodiment, each blade grip 118 bearing 224. As illustrated , each centrifugal force bearing
includes a pitch horn 118b that is coupled to a pitch link 138 224 is a twin spherical elastomeric bearing having a pair of
of a pitch control assembly 140 depicted as the rotating oppositely disposed spherical surfaces . The inboard spheri
portion of a rise and fall swash plate operable to collectively cal surface of each centrifugal force bearing 224 corre
and/or cyclically control the pitch of proprotor blades 104. 65 sponds to a spherical surface of a bearing support 218a and
As discussed herein , each proprotor blade 104 is operable to the outboard spherical surface of each centrifugal force
independently rotate about its pitch change axis 128 relative bearing 224 corresponds to a spherical surface of blade
 US 10,457,380 B2
9 10
anchor 222. The connections between centrifugal force links 234b may rotate . In this configuration , oscillation of
bearings 224 and bearing supports 218a and between cen proprotor blades 204 about their respective flapping axes
trifugal force bearings 224 and blade anchors 222 are 230 does not affect the in -plane spring rate of lead -lag
permanent and may be made by vulcanizing the elastomeric dampers 234.
material of centrifugal force bearings 224 directly on these 5 In the illustrated embodiment, each blade grip 218
surfaces or by bonded , adhered or otherwise secured the includes a pitch horn 218b that is coupled to a pitch link 238
elastomeric material in a non - removable manner to these of a pitch control assembly 240 depicted as the rotating
surfaces. As such , the spherical surfaces of bearing supports portion of a rise and fall swash plate operable to collectively
218a and blade anchors 222 along with centrifugal force and/or cyclically control the pitch of proprotor blades 204 .
bearings 224 may be considered a single mechanical ele- 10 As discussed herein , each proprotor blade 204 is operable to
ment. Centrifugal force bearings 224 may include a plurality independently rotate about its pitch change axis 228 relative
of rigid shims disposed between layers of the elastomeric to other proprotor blades 204 and rotor hub 202 , changing
material . The durometer and thickness of the materials as pitch responsive to changes in position of the respective
well as the stiffness, softness and /or spring rate of centrifu pitch link 238. During pitch change operations , blade grips
gal force bearings 224 may be tailored to achieve the desired 15 218 rotate relative to the respective lead -lag damper 234. For
operational modes based upon the loads and motions example , spindles 218d may rotate relative to damping links
expected in the particular application . In operation , each 234b to enable this relative rotation . Alternatively ,damping
centrifugal force bearing 224 is operable to provide a links 234b may include elastomeric elements that allow
centrifugal force retention load path from a proprotor blade rotary movement within damping links 234b . In either case ,
204 to rotor hub 202 via a blade grip 218 and a blade anchor 20 rotation of blade grips 218 responsive to pitch change
222 . operations does not affect the in -plane spring rate of lead -lag
Each centrifugal force bearing 224 provides a coincident dampers 234 due to the coaxially alignment with the respec
hinge with a center point 226 for the pitch change degree of tive pitch change axes 228 .
freedom , the flapping degree of freedom and the lead -lag During flight operations of tiltrotor aircraft 10 , the pro
degree of freedom of the respective rotor blade 204 relative 25 protor blades may tend to oscillate forward to a lead position
to rotor hub 202. As best seen in FIG . 2B , pitch change axis and backwards to a lag position as the proprotor system
228 , flapping axis 230 and lead - lag axis 232 all pass through rotates as a result of conservation of momentum and accel
coincident hinge point 226. As such , centrifugal force bear eration /deceleration caused by the Coriolis effect. Lead -lag
ings 224 allow each rotor blade 204 to move independentof dampers 234 have an in - plain spring rate operable to apply
the other rotor blades 204 and independent of rotor hub 202 30 a damping force to prevent excess back and forth movement
with a pitch change degree of freedom , a flapping degree of of proprotor blade 204. As discussed herein , the lead -lag
freedom and a lead -lag degree of freedom about coincident damping force is unaffected by and /or independent of the
hinge point 226 . flapping degree of freedom of proprotor blade 204. In
Each coupling assembly 206 includes a lead -lag damper addition , as discussed herein , the lead - lag damping force is
234. Each lead -lag damper 234 has an in -plane spring rate 35 unaffected by and /or independent of the pitch change degree
operable to apply a damping force to the lead - lag degree of of freedom of proprotor blade 204 .
freedom of a proprotor blade 204 to reduce the in -plane The foregoing description of embodiments of the disclo
oscillation of the proprotor blade 204. The stiffness , softness sure has been presented for purposes of illustration and
and / or in - plane spring rate of lead -lag dampers 234 may be description . It is not intended to be exhaustive or to limit the
tailored to achieve the desired operational modes based upon 40 disclosure to the precise form disclosed , and modifications
the loads and motions expected in the particular application . and variations are possible in light of the above teachings or
In the illustrated embodiment, each lead -lag damper 234 may be acquired from practice of the disclosure. The
includes an elastomeric damping element 234a and a damp embodiments were chosen and described in order to explain
ing link 234b . Each elastomeric damping element 234a is the principals of the disclosure and its practical application
coupled between upper rotor plate 202a and lower rotor 45 to enable one skilled in the art to utilize the disclosure in
plate 202b by bolting or other suitable technique . In the various embodiments and with various modifications as are
illustrated embodiment, each elastomeric damping element suited to the particular use contemplated . Other substitu
234a is integral with the respective blade anchor 222 sharing tions,modifications, changes and omissions may be made in
the connections to upper rotor plate 202a and lower rotor the design , operating conditions and arrangement of the
plate 202b . Each elastomeric damping element 234a is 50 embodiments without departing from the scope of the pres
disposed inboard of the respective centrifugal force bearing ent disclosure . Such modifications and combinations of the
224. Elastomeric damping elements 234a have an in -plane illustrative embodiments as well as other embodiments will
spring rate operable to provide lead - lag damping to the be apparent to persons skilled in the art upon reference to the
respective proprotor blade 204. The in -plane spring rate may description . It is , therefore , intended that the appended
be provided responsive to shearing elastomeric layers 234c , 55 claims encompass any such modifications or embodiments.
234d and /or bending of beams 234e , 234f, if beams 234e, What is claimed is :
234f are elastomeric . 1. A proprotor system operable for use on a tiltrotor
Each damping link 234b is respectively coupled between aircraft having a helicopter flight mode and an airplane flight
an elastomeric damping element 234a and a spindle 218d . In mode, the proprotor system comprising :
the illustrated embodiment, damping links 234b include a 60 a rotor hub ;
rotary bearing that is received on an inboard end of spindle a plurality of proprotor blades coupled to the rotor hub
218d such that a rotary axis of the rotary bearing is coaxially such that each proprotor blade has three independent
aligned with the pitch change axis 228 of the respective degrees of freedom relative to the rotor hub including
proprotor blade 204. Damping links 234b also include a blade pitch about a pitch change axis , blade flap about
rotary bearing that is received on a rod of elastomeric 65 a flapping axis and lead - lag about a lead - lag axis ;
damping element 234a that extends between beams 234e, a plurality of twin spherical elastomeric centrifugal force
234f and provides a damping axis 236 about which damping bearings each coupling one of the proprotor blades with
 US 10,457,380 B2
11 12
the rotor hub and each providing a coincident hinge 14. The proprotor system as recited in claim 12 wherein
with a center point for the respective pitch change , each blade grip further comprises a pitch horn operable to
flapping and lead - lag axes between a pair ofoppositely receive cyclic input from a pitch control assembly.
disposed spherical surfaces; and 15. A tiltrotor aircraft having a helicopter flight mode and
a plurality of lead -lag dampers each coupling one of the 5 an aairplane
fuselage
flightmode, the tiltrotor aircraft comprising :
;
proprotor blades with the rotor hub , each lead -lag a wing extending from the fuselage having first and
damper aligned with the pitch change axis of the second outboard ends ;
respective proprotor blade , thereby providing pitch first and second pylon assemblies respectively coupled to
independent lead -lag damping. 10 the wing proximate the first and second outboard ends;
2. The proprotor system as recited in claim 1 wherein each and
lead -lag damper further comprises an in - plane spring rate a proprotor system operably associated with each pylon
that is independent of blade pitch . assembly , each proprotor system including:
3. The proprotor system as recited in claim 1 wherein each aa rotor hub ;of proprotor blades coupled to the rotor hub
plurality
lead -lag damper is disposed outboard of the respective 15 such that each proprotor blade has three independent
spherical bearing .
4. The proprotor system as recited in claim 1 wherein each degrees of freedom relative to the rotor hub including
lead-lag damper is disposed inboard of the respective spheri blade pitch about a pitch change axis, blade flap about
cal bearing . a flapping axis and lead -lag about a lead -lag axis ;
5. The proprotor system as recited in claim 1 wherein each 20 a plurality of twin spherical elastomeric centrifugal force
bearings each coupling one of the proprotor blades with
lead -lag damper further comprises a damping cylinder
coaxially aligned with the pitch change axis of the respective the rotor hub and each providing a coincident hinge
proprotor blade, a damping support coupled to the rotor hub with a center point for the respective pitch change,
and a damping link coupling the damping cylinder to the flapping and lead -lag axes between a pair of oppositely
damping support , the damping link coupled to the damping 25 a plurality disposed spherical surfaces; and
support inline with the flapping axis of the respective of lead -lag dampers each coupling one of the
proprotor blade. proprotor blades with the rotor hub , each lead - lag
6. The proprotor system as recited in claim 5 wherein each damper aligned with the pitch change axis of the
damping cylinder further comprises a mechanical spring respective proprotor blade , thereby providing pitch
having an in - plane spring rate operable to provide lead -lag 30 16.independent
The tiltrotor
lead -lag damping .
aircraft as recited in claim 15 wherein
damping to the respective proprotor blade.
7. The proprotor system as recited in claim 5 wherein each rate that is independentfurther
each lead - lag damper
of
comprises an in -plane spring
blade pitch .
damping cylinder further comprises a fluid spring having an
in - plane spring rate operable to provide lead -lag damping to each17.lead The tiltrotor aircraft as recited in claim 15 wherein
- lag damper further comprises a damping cylinder
the respective proprotor blade . 35
8. The proprotor system as recited in claim 5 wherein each coaxially
proprotor
aligned with the pitch change axis ofthe respective
blade , a damping support coupled to the rotor hub
damping cylinder further comprises a mechanical spring in and a damping link coupling the damping cylinder to the
combination with a fluid spring having an in - plane spring damping support , the damping link coupled to the damping
rate operable to provide lead -lag damping to the respective support inline with the flapping axis of the respective
proprotor blade . 40
proprotor blade .
9. The proprotor system as recited in claim 5 wherein at
least a portion of each damping cylinder is operable to rotate each18.dampingThe tiltrotor aircraft as recited in claim 17 wherein
about the pitch change axis of the respective proprotor blade in - plane springcylinder further comprises a spring having an
responsive to a change in pitch of the respective proprotor the respective proprotor bladeto, the
rate operable provide lead - lag damping to
spring selected from the
blade. 45
10. The proprotor system as recited in claim 1 wherein group consisting of a mechanical spring , a fluid spring and
each lead -lag damper further comprises an elastomeric combinations 19. The
thereof.
tiltrotor aircraft as recited in claim 15 wherein
damping element coupled to the rotor hub and a damping each lead - lag damper further comprises an elastomeric
link coupling the respective proprotor blade to the elasto
meric damping element, the damping link having a first 50 damping element coupled to the rotor hub and a damping
rotary bearing coaxially aligned with the pitch change axis link coupling the respective proprotor blade to the elasto
of the respective proprotor blade and a second rotary bearing mericrotary
damping element, the damping link having a first
bearing coaxially aligned with the pitch change axis
coupled to the elastomeric damping element. of the respective proprotorblade and a second rotary bearing
11. The proprotor system as recited in claim 1 further coupled to the elastomeric
comprising a plurality ofblade anchors each coupling one of 55 20. The tiltrotor aircraft damping element.
as recited in claim 15 further
the spherical bearings with the rotor hub . comprising a plurality of blade grips each coupling one of
12. The proprotor system as recited in claim 1 further the spherical bearings with the respective proprotor blade ,
comprising a plurality of blade grips each coupling one of
the spherical bearings with the respective proprotor blade. each blade grip including a pitch horn operable to receive at
13. The proprotor system as recited in claim 12 wherein 60 least
control
one of collective input and cyclic input from a pitch
assembly .
each blade grip further comprises a pitch horn operable to
receive collective input from a pitch control assembly.