# US 5,551,650 A · Active mounts for aircraft engines

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- Number: US 5,551,650 A
- Document ID: US5551650A
- Status: Granted
- Kind: A
- Application number: 08/260,945
- Filed: 1994-06-16
- Granted: 1996-09-03
- Earliest claimed: 1994-06-16
- Assignees: Lord Corporation
- Inventors: Steve C. Southward; Douglas E. Ivers
- Web page: https://patentgrep.com/patent/US5551650A

## CPC

- F16F 13/08: the plastics spring forming at least a part of the wall of the fluid chamber of the damper (F16F13/20 - F16F13/24 take precedence)
- F16F 1/40: consisting of a stack of similar elements separated by non-elastic intermediate layers {(F16F9/306 takes precedence; laminated constructions to protect buildings against abnormal external influences, e.g. earthquakes, E04H9/022)}
- F16F 7/1005: {characterised by active control of the mass}
- F16F 15/00: Suppression of vibrations in systems ({damping of non-rotary systems using inertia effect F16F7/10; prevention or isolation of vibrations in machine tools B23Q11/0032; suppression of driveline vibrations in hybrid vehicle transmissions B60W30/20} ; vehicle seat suspension devices B60N2/50; {methods or devices for protecting against, or damping of, acoustic waves, e.g. sound G10K11/16}); Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion ({vibration absorbing or balancing means for aircraft propellers B64C11/008, for rotorcraft rotors B64C27/001} ; testing static and dynamic balance of machines or structures G01M1/00)
- F16F 15/027: comprising control arrangements {(F16F15/0237 takes precedence)}
- F16F 15/08: with rubber springs {(grommet- or bushing-type resilient mountings F16F1/3732, F16F1/38); with springs made of rubber and metal (arrangement of internal-combustion or jet-propulsion units B60K5/12; mounting of propulsion plants on vessels B63H21/30; mounting of vehicle drivers' cabs B62D33/0604)}
- G10K 11/17857: {Geometric disposition, e.g. placement of microphones}
- G10K 11/17883: {the reference signal being derived from a machine operating condition, e.g. engine RPM or vehicle speed}
- G10K 2210/107: Combustion, e.g. burner noise control of jet engines
- G10K 2210/121: Rotating machines, e.g. engines, turbines, motors; Periodic or quasi-periodic signals in general
- G10K 2210/123: Synchrophasors or other applications where multiple noise sources are driven with a particular phase relationship
- G10K 2210/1281: Aircraft, e.g. spacecraft, airplane or helicopter
- G10K 2210/129: Vibration, e.g. instead of, or in addition to, acoustic noise
- G10K 2210/3016: Control strategies, e.g. energy minimization or intensity measurements
- G10K 2210/321: Physical
- F16F: SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- G10K: SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR

## Abstract

An active mount for fixed wing applications. One aspect of the invention provides decoupling of two tones which are close in frequency by positioning the mount actuators and error sensors in the primary transmission path of the disturbance vibration and by providing adequate spatial separation between the two sets of error sensors to reduce or eliminate cross-coupling of the signals. Another aspect of the invention utilizes orthogonally positioned actuators with corresponding actuators of paired mounts being focalized for each engine.

## Claims

### Claim 1

A system for minimizing vibration transmitted from a plurality of power plants, including a first power plant operating at a frequency N.sub.1R and a second power plant operating at a frequency N.sub.1L, where N.sub.1R and N.sub.1L are equal or nearly equal, into a passenger compartment of an aircraft, said system comprising
a) a first active mount securing a first of said power plants to a first portion of an aircraft structure, said first active mount including first actuator means;
b) a second active mount securing a second of said power plants to a second portion of said aircraft structure, said second active mount including second actuator means;
c) first sensor means mounted proximate said first power plant for detecting vibration induced by said first power plant and for producing a first signal representative thereof, said first sensor means being spaced sufficiently far away from said second power plant to minimize an influence of N.sub.1L on said first signal;
d) second sensor means mounted proximate s aid second power plant for detecting vibration induced by said second power plant and for producing a second signal representative thereof, said second sensor means being spaced sufficiently far away from said first power plant to minimize an influence of N.sub.1R on said second signal;
e) signal processing means for converting said first and second representative signals into first and second control signals for said first and second actuator means of said first and second active mounts, respectively;
whereby said first and second sensor means are positioned so as to decouple the response of said actuators to their respective first and second representative signals.

### Claim 2 (depends on 1)

The system for minimizing vibration of claim 1 wherein said first and second portions of said aircraft structure to which said power plants are secured are positioned on opposite sides of said passenger compartment.

### Claim 3 (depends on 1)

The system for minimizing vibration of claim 1 wherein said first and second sensor means each comprise a tachometer providing first and second input signals representative of N.sub.1R and N.sub.1L, respectively, and error sensor means representative of a level of vibration transmitted through said mount.

### Claim 4 (depends on 3)

The system for minimizing vibration of claim 3 wherein said first and second error sensor means are positioned on the structure side of said mounts for said first and second power plants, respectively.

### Claim 5 (depends on 4)

The system for minimizing vibration of claim 4 wherein said error sensor means are mounted in a primary disturbance path between said power plant and said support structure for its respective power plant.

### Claim 6 (depends on 5)

The system for minimizing vibration of claim 5 wherein said first and second sensor means are capable of sensing frequency, phase and amplitude of said vibrations.

### Claim 7 (depends on 3)

The system for minimizing vibration of claim 3 comprising a tonal control system in which said first tachometer detects a first operating frequency N.sub.1R of said first power plant and produces a signal representative of N.sub.1R and said second tachometer detects a second operating frequency N.sub.1L of said second power plant and produces a signal representative of N.sub.1L.

### Claim 8 (depends on 7)

The system for minimizing vibration of claim 7 wherein said first and second control signals are phase shifted signals whose amplitude has been modified which are also representative of N.sub.1R and N.sub.1L input to said first and second actuator means, respectively, to cancel the vibrational effects of N.sub.1R and N.sub.1L.

### Claim 9 (depends on 8)

The system for minimizing vibration of claim 8 wherein said actuator means comprises first and second orthogonal force transmission elements which are mounted such that each may deliver a force having a horizontal and a vertical component.

### Claim 10 (depends on 3)

The system for minimizing vibration of claim 3 wherein said first and second power plants each produce a secondary disturbance tone N'.sub.1R and N'.sub.1L, respectively, and said system includes means to minimize transmission of vibration resulting from these secondary disturbance tones including third and fourth input signals provided by a tachometer.

### Claim 11

A system for minimizing vibration transmitted from a plurality of power plants, including a first power plant operating at a frequency N.sub.1R and a second power plant operating at a frequency N.sub.1L, where N.sub.1R and N.sub.1L are equal or nearly equal, into a passenger compartment of an aircraft, said system comprising
a) a first sync signal generating means for producing a signal representative of disturbance signal N.sub.1R ;
b) a second sync signal generating means for producing a signal representative of disturbance signal N.sub.1L ;
c) first error sensor means mounted proximate said first power plant on a structural support for detecting vibration induced by said first power plant in said support and for producing a first signal representative thereof, said first error sensor means being spaced a sufficient distance from said second power plant so that the influence of N.sub.1L on said first signal is minimal;
d) second error sensor means mounted proximate said second power plant on a structural support for detecting vibration induced by said second power plant in said support and for producing a second signal representative thereof, said second error sensor means being spaced a sufficient distance from said first power plant so that the influence of N.sub.1R on said second signal is minimal;
e) a first output device for producing a counter-phased vibration to minimize the transmission of N.sub.1R to its respective support structure;
f) a second output device for producing a counter-phased vibration to minimize the transmission of N.sub.1L to its respective support structure;
g) signal processing means for receiving said first and second sync signals and said first and second representative signals and producing first and second control signals for said first and second output devices, respectively;
whereby said first and second error sensor means are positioned so as to decouple the response of said output devices to their respective first and second representative signals.