Rotor carrier structure with a damper device for avoiding unstable coupling between resonant vibration modes

1. A carrier structure for a rotor of a flying machine, the carrier structure comprising:

a mounting structure supported by an airframe and suitable for being engaged with the rotor, the mounting structure including a gearbox having a top portion adjacent to the rotor and a bottom portion adjacent to the airframe and connected in a rigid manner to the rotor mast, the rotor having a rotor mast and a rotor head with elements between the bottom portion and the rotor head being rigid, the mounting structure having a plurality of suspension bars connecting the top portion of the gearbox to the airframe, and a plurality of fastener elements rigidly connecting the bottom portion of the gearbox to the airframe; and

an anti-coupling vibration-damper mechanism connected to the gearbox and configured to act as a resonator to prevent aeroelastic instabilities due to vibrational coupling between vibration modes of the carrier structure and vibration modes of the rotor, the mechanism having a flapping weight element, a first deformable member connecting the weight element to the mounting structure and restraining the mobility of the weight element, and a damper interposed between the weight element and the mounting structure for damping the movement of the weight element.

2. The carrier structure of claim 1 wherein the first deformable member restrains the mobility of the weight element in a plane orthogonal to the axis of rotation of the rotor.

3. The carrier structure of claim 1 wherein the damping means is an elastomeric member.

4. The carrier structure of claim 1 wherein the first deformable member is configured to oppose vibration in a narrow, first frequency range as induced by instabilities to which the rotor is subjected by the carrier structure, and wherein the damper means is configured to oppose vibration causing instability over a second frequency range that is broader than the first frequency range to filter vibration coming from the rotor head to the carrier structure.

5. The carrier structure of claim 1 wherein the stiffness of the mechanism is a function of the given resonant frequency of the vibration mode of the carrier structure to be processed.

6. The carrier structure of claim 1 wherein the anti-coupling vibration-damper mechanism is connected to a side wall of the gearbox and positioned between the top portion and the bottom portion of the gearbox.

7. The carrier structure of claim 1 wherein each of the plurality of fastener elements is adapted to enhance the stability of the gearbox against forces and vibrations coming from the rotor.

8. The carrier structure of claim 1 wherein each of the plurality of suspension bars extends from the top portion of the gearbox to the airframe thereby connecting the top portion of the gearbox to the airframe; and

wherein each of the plurality of fastener elements extends from the bottom portion of the gearbox to the airframe thereby connecting the bottom portion of the gearbox to the airframe.

9. The carrier structure of claim 1 , wherein said weight element has a given mass, said vibration mode of the carrier structure is associated with a given resonant frequency, and the stiffness of the mechanism is equal to:

K r =ω s 2 *m r

where m r represents the mass of the weight element, where ω s represents the given resonant frequency of the vibration mode of the carrier structure to be processed, and where K r represents the stiffness of the first deformable member of the mechanism.

10. The carrier structure of claim 1 , wherein the final mass m r of said mechanism, the final damping coefficient c r of said mechanism, and the final stiffness of said mechanism are determined with the help of the given mass m s of said carrier structure and the given resonant frequency ω s of the vibration mode of the structure for processing using the eigenvalues searched from the following system for a plurality of values for the damping coefficient c r of said mechanism and for the mass m r of the mechanism:

M

⁡

(

q

¨

i

x

¨

)

+

C

⁡

(

q

.

i

x

.

)

+

K

⁡

(

q

i

x

)

=

0

,

where

M

=

[

m

s

m

r

]

⁢

⁢

C

=

[

c

r

-

c

r

-

c

r

c

r

]

⁢

⁢

K

=

[

m

s

⁢

ω

s

2

+

k

r

-

k

r

-

k

r

k

r

]

in which q i represents the movement of the carrier structure, {dot over (q)} i represents the first time derivative of the movement of the carrier structure, {umlaut over (q)} i represents the second time derivative of the movement of the carrier structure, x represents the movement of the weight element, {dot over (x)} represents the first time derivative of the movement of the weight element, {umlaut over (x)} represents the second time derivative of the movement of the weight element, and K r r is the stiffness of said mechanism, equal to the product of the mass m r of said mechanism multiplied by the square of the given resonant frequency ω s of the vibration mode to be processed, wherein the pair comprising the weighting coefficient c r of said mechanism and the mass m r of said mechanism is selected that provides maximum damping of the vibration modes of the carrier structure coupled to the mechanism.

11. The carrier structure of claim 10 wherein the eigenvalues are searched with the damping coefficient c r set to a given value with a plurality of values for the mass m r such that a graph is made with the quotient of said mass m r of said mechanism divided by the given mass m s of said carrier structure plotted along an abscissa and the damping coefficient of the vibration mode of the structure as obtained via said eigenvalues plotted on an ordinate to provide a resulting curve presenting a maximum representing an optimum in terms of damping contribution.

12. The carrier structure of claim 10 wherein the eigenvalues are searched with the mass m r and the stiffness K r set to given values with a plurality of values for the damping coefficient c r such that a graph is made with the damping coefficient c r of said mechanism plotted along an abscissa and a damping coefficient of the vibration mode of the structure as obtained via said eigenvalues plotted up an ordinate to provide a resulting curve presenting a maximum representing an optimum in terms of damping contribution.