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Modelling of Twin Rotor MIMO system

Conference Paper · September 2016

DOI: 10.1109/ROMA.2016.7847803

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 Modelling of Twin Rotor MIMO System
Tho Dang Huu
Department of Electrical and
Electronic Engineering
Universiti Teknologi PETRONAS
32610 Bandar Seri Iskandar, Perak, Malaysia
Email: dhtho@hcmutrans.edu.vn
Abstract—This paper presents an approach to model Twin
Rotor MIMO System (TRMS). For simplicity, the model is
separated into three channels: vertical, horizontal, and cross-
coupling channels. A hybrid method, a cooperation between
first principle method and optimal algorithm, is used to analyse
and model the system. Unknown parameters of the model are
estimated by physical experiments and Genetic Algorithm. The
pith and yaw outputs of the identified model in simulation and the
real system with the same several types of inputs are compared
with each other.
Keywords—Twin Rotor MIMO System, Modelling, Genetic Al-
gorithm.
I. I NTRODUCTION
The Twin Rotor MIMO System (TRMS) is a laboratory
system for modern control experiments. it has been considered
a challenging model for conducting control theory because of
its nonlinearity, cross-coupling phenomenon and fast dynamic.
Accurate dynamic model of the TRMS system is always a key
task in implementing control methods.
In the last decade, many papers have been investigated
the dynamic model of TRMS. They could be classified into
four catalogues: mathematical methods, system identification
methods, heuristic methods, and hybrid methods. In the first
approach, the TRMS model using Newtonian as well as
Lagrangian approaches was presented in [1], in which esti-
mation method for model parameters was not shown. In the
second type, the 1DOF of dynamic model of TRMS was
obtained by a black-box system identification method [2].
In the third catalogue, in [3], the model was developed by
RBF network. In [4], genetic algorithm was proposed, which
predicted outputs of model in one-step ahead. However, the
model of TRMS was not presented. In [5], particle swarm
optimization technique was suggested. Firstly, 1DOF model of
the system was developed. Then, 2DOF model was conducted
with the consideration of cross-couplings between two axes.
Nevertheless, only linear model of TRMS was obtained. In [6]
neural network model, which based on Levenberg-Marquardt
and gradient descent technique, were obtained and compared
with mathematical ones. In the class of hybrid methods, a
NARX incorporating with feed-forward neural network model
of the TRMS was obtained in [7]. The multi-layer perceptron
model was used in [8] and the parameters of this model was
developed by recursive least square technique. The TRMS
linear ARMA obtained by genetic algorithm was presented in
[9]. In [10], an ANFIS model turned by a particle swarm op-
timization was investigated. A fourth-order linear model,based
Idris B Ismail
Department of Electrical and
Electronic Engineering
Univerisiti Teknologi PETRONAS
32610 Bandar Seri Iskandar, Perak, Malaysia
Email: idrisim@petronas.com.my
on autoregressive moving average technique,was achieved by
recursive least squares, particle swarm optimization, and ge-
netic algorithm [11]. Finally, genetic algorithm was used to
improve the accuracy of a nonlinear TRMS model as in [12].
However, none of specific values of the identified parameters
were shown.
Although black-box methods based on intelligent algo-
rithms could model complex systems, they always are limited
in a range of data which is used for identification and eval-
uation. A physical based model identified by first principle
methods has been considered as suitable choice. However,
in modeling, some physical parameters can not be measured
or identified directly and it will be estimated by optimal
technique, such as Recursive Least Square (RLS), Genetic
Algorithm (GA), Particle Swarm Optimization (PSO). This
paper presents a nonlinear model of the TRMS in UTP lab
with some suitable modifications and amendments from the
model introduced in [1] [12] for applying and validating
modern control approaches. The unknown parameters, which
can not be estimated precisely by physical measurements, will
be estimated by Genetic Algorithm. The organization of the
paper is divided into 5 sections. In section 2, mathematical
nonlinear TRMS model is presented. The identification method
of TRMS unknown parameters is shown in section 3. The
resultant responses of the system in both simulation and reality
are illustrated in section 4. Finally, discussions and conclusions
are presented in section 5.
II. M ATHEMATICAL N ONLINEAR TRMS MODEL
The TRMS has a high degree of nonlinearities and cross-
coupling between channels. The set-up in the Universiti
Teknologi PETRONAS (UTP) lab is displayed in Fig. 1. The
TRMS was made up of a tower with a beam attached by two
bearings. The beam is allowed to move freely in the horizontal
and vertical plane within some limits. Two propellers, driven
by DC motors, are fixed at either end of the beam. The
beam position in the vertical plane is controlled by main
propeller and one in the horizontal plane is controlled by
the tail propeller. A counter-weight is fixed on the beam that
settles the stable equilibrium position. Yaw angle, the deviation
between the beam and equilibrium point in horizontal plane,
and pitch angle, the different angle between the beam and
horizontal axis in vertical plane, are the outputs of the systems.
The structure of Twin Rotor MIMO system is illustrated in
Fig. 2. The fundamental principle for modeling the TRMS
system is to separate the whole system into subsystems as
shown in Fig. 3, namely interface circuit, DC motor, aerody-
namics, and mechanic system in each channel. In this work,
interface circuits, considered approximation gain, are implicitly
presented in subsections. It is noted that most of the notions
used throughout this paper are shown in the Appendix section.

Fig. 3: TRMS Identification principle

B. Aerodynamics - Forces to propellers rotation

Fig. 1: The TRMS system in UTP Lab
The rotational velocities of the two propellers are converted
to the applied horizontal and vertical forces to the beam. The
rotational speed and the corresponding applied force to the
beam have been measured at several operating points and
a suitable curve has been fitted on the gathered data. The
approximation equation, as shown in (6), is used to model
this conversion.


kf m/tp ωm/t |ωm/t | if ωm/t ≥ 0
Fm/t (ωm/t ) = (6)
kf m/tn ωm/t |ωm/t | if ωm/t < 0
The parameter, kf , is obtained from the fitting curve and then
it is used as initial value for GA algorithm in the following
section.

C. Mechanic models
This part investigates various torques that affect the TRMS
in vertical and horizontal plane.

Fig. 2: The architecture of the TRMS 1) Horizontal plane:

a) Torque due to propulsive force of the tail rotor: The
rotation of tail rotor produces the propulsive force. This force
A. Motor models creates the moment as shown by the following equation:

The outputs of TRMS, pitch and yaw angle, are controlled Mh1 = lt Ft (ωt ) cos(αv ) (7)
by two DC motors, so-called main and tail motors respectively.
It is easy to obtain mathematical model of DC motors in b) Friction torque: In the horizontal plane, the friction
literature. The equations governing the main and tail motors force consists of the viscous, Coulomb and static types. For
are illustrated in Eqs (1) to (5). simplicity, however, the Coulomb and static friction are ne-
glected.
Mh2 = Mf ric = kvf h Ωh (8)
diam/at
Vm/t = Eam/at + Ram/at iam/at + Lam/at (1) The raw value of kvf h is attained by a force gauge and is used
dt
as initial value for exact identification in the following section.
Em/t = kam/at ωm/t (2) c) Flat cable torque: The TRMS contains a set of
flat cables that connect the power supply to the motors and
dωm/t also transmit the signals from measurement devices into the
Mem/et = MLm/Lt + Jmr/tr + Bmr/tr ωm/t (3)
dt computer. For better accuracy in modeling, the torque produced
by the flat cable is considered like the torque of a spring as:
Mem/et = ka iam/at (4) 
kchp αh if αh ≥ 0
Mh3 = Mcable = (9)
MLm/Lt = ktm/tt |ωm/t |ωm/t (5) kchn αh if αh < 0
Some parameters of DC motors, such as Ra , La and ka , are With suitable measurements, two parameters,kchp and kkchn ,
given by the manufacture. Others are identified in the next are rawly identified. For simplicity, it is assumed that kchp =
section. kchn .
 2) Vertical plane: d) The main motor rotation vs the horizontal angle:
The effect of the main propeller on the horizontal velocity of
a) Torques due to the gravity force: The torque corre- the beam can be expressed as,
sponding to the gravity forces is formulated as:
Ωhv = km ωm cos αv (18)
mt mm
Mv1 = g{[( +mtr +mts )lt −( +mmr +mms )lm ] cos αv
2 2 D. Modelling of the 2DOF TRMS
mb
−( lb + mcb lcb ) sin αv } (10)
2 1) Total torques inPthe horizontal plane: From Newton’s
3 2
and can be expressed as, second law of motion, i=1 Mhi = Jh ddtα2h , the equations can
be written as,
Mv1 = g{(A − B) cos αv − C sin αv } (11)
dSh lt Ft (ωt ) cos αv − Mf ric,h − Mcable
where, = (19)
dt Jh
km ωm cos αv
mt Ωh = S h + (20)
A = ( + mtr + mts )lt Jh
2 dαh
mm = Ωh (21)
B = ( + mmr + mms )lm dt
2
mb where,
C = ( + mcb lcb )
2
Jh = D cos2 αv + E sin2 αv + F
mm 2 mt
b) Torque due to propulsive force of the main rotor: D = ( + mmr + mms )lm +( + mtr + mts )lt2
The propulsive force torque produced by the main rotor is 3 3
mb 2 2
calculated by the product of the propeller force and the distance E = l + mcb lcb
between the main motor and the pivot point. It can be written 3 b
2 mts 2
as, F = mms rms + r
2 ts
Mv2 = lm Fm (ωm ) (12)
2) Total torques inPthe vertical plane: From Newton’s
2
c) Friction torque: It is known that the friction force second law of motion, 5i=1 Mvi = Jv ddtα2v , the equations can
consists of viscous, Coulomb and static types. To simplify be written as,
further, Coulomb and static friction are neglected. It can be
dSv lm Fm (ωm ) − Mf ric,v + g[(A − B) cos αv − C sin αv ]
expressed as: =
Mv3 = Mf ric = kvf v Ωv (13) dt Jv
−0.5Ω2h H sin 2αv + kg Fm (ωm )Ωh cos αv
(22)
3) Cross interaction: Jv
a) Centrifugal torque: Due to the rotation of the beam kt ωt
Ωv = S v + (23)
in the horizontal plane, a centrifugal force causes affections Jv
on the pitch angle. The moment of the centrifugal force can dαv
be expressed as, = Ωv (24)
dt
mt mm where,
Mv4 = −Ω22 {( +mtr +mts )lt2 +( +mmr +mms )lm 2
2 2 Jv = Jv1 + Jv2 + Jv3 + Jv4 + Jv5 + Jv6 + Jv7 + Jv8
mb 2 2
−( l + mcb lcb )} sin αv cos αv (14) l2 l2 l2
2 b 2
= mmr lm + mm m + mcb lcb
2
+ mb b + mtr lt2 + mt t
This can be written as, 3 3 3
mts 2 2 2 2
+( r + mms lm ) + (mts rts + mts lt )
Mv4 = −Ω2h H sin αv cos αv (15) 2 ms
where, III. TRMS I DENTIFICATION
mb 2 2
H = Alt + Blm − l − mcb lcb A. Analytical Equations of the TRMS
2 b
The differential equation system of the TRMS in the
b) Gyroscopic torque: Let us consider the rotating previous sections are presented as,
propeller of the main rotor as a spinning disc. The gyroscopic
effect can be expressed as the following equation, diat Rat kat k1
=− iat − ωt + ut (25)
dt Lat Lat Lat
Mv5 = kg Fm (ωv )Ωt cos αv (16) dωt kat Btr ktt |ωt |ωt
= iat − ωt − (26)
dt Jtr Jtr Jtr
c) The tail motor rotation vs the vertical angle: The
dSh lt Ft (ωt ) cos αv − kvf h Ωh − kchp αh
effect of the tail propeller on the vertical velocity of the beam = (27)
can be expressed as, dt Jh
dαh km ωm cos αv
Ωvh = kt ωt (17) = Sh + (28)
dt Jh
 diam Ram kam k2 parents, the offspring pool is created by applying crossover
=− iam − ωm + um (29)
dt Lam Lam Lam and mutation operators, such as single point, two points, and
dωm kam Bmr ktm |ωm |ωm scattered methods. At this point, the new generation is ready
= iam − ωm − (30) to be assessed, and termination criteria need to be checked.
dt Jmr Jmr Jmr
dSv lm Fm (ωm ) + kg Ωh Fm (ωm ) cos αv − kvf v Ωv If the termination criteria is met, the optimization program
= terminates and the best individual is chosen, a new generation
dt Jv
is created in otherwise and the procedure repeats. In this work,
g[(A − B) cos αv − C sin αv ] − 0.5Ω2h H sin 2αv the unknown parameters, chromosomes are defined as x =
+ (31)
Jv [kf hp , kf hn , kf vp , kf vn , kthp , kthp , ktvp , ktvn , kchp , kchn , kvf h ,
dαv kt ωt kvf v , kt , km , Jtr , Jmr , Btr , Bmr ]. An individual containing
= Sv + (32)
dt Jv 18 unknown parameters. The number of individuals in a
population is chosen 30, and the number of generations,
The identification procedure estimates the unknown param- which GA algorithm exits, is set to be 300. The method of
eters of the TRMS. Some parameters are known by physical modeling population is real double vector code. Selection
measurements and by the manufacture (DC motor). For the function, crossover function, and mutation function are chosen
interest of brevity, this step is not presented here. Table I shows as roulette wheel, scattered and uniform respectively. Elites,
known and unknown parameters of the TRMS. crossover probability, and mutation probability properties
are set to be as default values in Matlab environment, 2,
0.8, and 0.01 respectively. For reducing searching space of
TABLE I: TRMS parameters GA algorithm and running time, initial individual, x0 , was
Parameter Value Parameter Value Parameter Value rawly carried out by several calculations and suitable physical
measurements.
kg 0.2 Lam/at 0.86e − 3 mt 0.015
lt 0.282 kam/at 0.0202 mtr 0.221
lm 0.246 Btr Unknown mts 0.119 IV. R ESULTS
lb 0.290 Bmr Unknown Jtr Unknown
lcb 0.276 kthp/n Unknown Jmr Unknown The identification procedure was conducted in off-line
rts 0.1 ktvp/n Unknown Ram/t 7.36 mode. Global optimization toolbox in Matlab including GA
rms 0.155 kf hp Unknown kt Unknown
mcb 0.068 kf hn Unknown km Unknown algorithm was used to optimize the cost function. The known
mb 0.022 kf vp Unknown k1 6.5 and estimated parameters are shown in the Table III. The pith
mm 0.014 kf vn Unknown k2 8.5
mmr 0.236 kchp Unknown kvf h Unknown
mms 0.219 kchn Unknown kvf v Unknown
TABLE II: The results of TRMS parameters identification
Parameter Value Parameter Value Parameter Value
B. GA-based parameters identification kg 0.2 Lah/av 0.86e − 3 mt 0.015
lt 0.282 kah/av 0.0202 mtr 0.221
The unknown parameters will be estimated by Genetic lm 0.246 Btr 0.83e − 5 mts 0.119
Algorithm (GA) optimization. The identification procedure lb 0.290 Bmr 3.87e − 5 Jtr 3e − 5
will find optimal parameters that minimize the cost function. lcb 0.276 kthp/n 2.4e − 8 Jmr 2.e − 4
rts 0.1 ktvp/n 3.1e − 7 Rah/v 7.36
This is iteratively done with GA algorithm. The cost function rms 0.155 kf hp 1.84e − 6 kt 2.1e − 5
is defined as, mcb 0.068 kf hn 2.2e − 6 km 2.1.88e − 4
mb 0.022 kf vp 1.57e − 5 k1 6.5
Nh X
Ki mm 0.014 kf vn 8.3e − 6 k2 8.5
X mmr 0.236 kchp 0.015 kvf h 4.9e − 3
J = fobj (x1 , x2 , ..., xn ) = (αih (k) − α̂ih (k))2 mms 0.219 kchn 0.015 kvf v 4.31e − 3
i=1 k=1
XNv XKi and yaw angle outputs of the developed model and real model
+ (αiv (k) − α̂iv (k))2 (33) are presented in Fig. 4 to Figure 13. They have been examined
i=1 k=1 with a number of input signals. Table III lists the characteristics
of the inputs. It is obvious that the trends of pith and yaw angle
where Nh , Nv are sets of samples {uih/v (k) − αih/v (k)},
of TRMS model and real system are almost the same. However,
and Ki is the number of sampling data of the i-th set of in virtue of uncertainties, the slight differences between the
samples, α̂ih/v (k) is the one-step predictions of non-linear model and real system also remain.
equations. The cost function, so-called fitness function,
depends on the chromosomes x1 , xx , ..., xn . An individual,
V. C ONCLUSIONS
x = [x1 , x2 , ..., xn ]- a set of chromosomes, is the unknown
vector. A number of individuals create a space of population. This study presents a hybrid approach to model the real
At the first stage, an initial population is generated. At each TRMS system. The parameters of the system are initially
iteration, a new set of individuals is created to have higher identified by suitable physical measurements and calculations
fitness values compared to the previous generation. Using the and then are estimated precisely by GA algorithm. The result
elitism operator, the best individuals are found to be directly shows that the yaw and pitch responses of the model is close to
sent to the next generation. Selection operator receives the the real system. In some cases, however, a slight discrepancy
population pool at each generation and forms the mating pool. between the responses of model and the real system also exists.
Roulette wheel, tournament, uniform and stochastic uniform The identified model can be deployed for evaluating control
are some common selection methods. After selecting the policies in the future.
 Pitch angle of the model and real TRMS
0.5
TABLE III: The characteristics of input signals Pitch angle of the model
0.4
Pitch angle of real TRMS
Case Type Amplitude(V) Frequency(Hz) 0.3

Pitch angle (rad)

0.2
Main Sine 1.5 0.5
Case1 0.1
Tail Sine 1 0.5
Main Sine 1 0.2 0
Case2
Tail Sine 0 0 −0.1
Main Sine 0 0
Case3 −0.2
Tail Sine 1.5 0.5
Main Square 0 0 −0.3
Case4
Tail Square 1 0.5 −0.4
Main Square 1 0.2 0 10 20 30 40 50 60 70 80 90 100
Case5 time(s)
Tail Square 0 0
Fig. 7: Pitch angle (Case 2)
Yaw angle of the model and real TRMS
0.4
Yaw angle of the model
Yaw angle of real TRMS Yaw angle of the model and real TRMS
0.2

0.2 Yaw angle of the model

Yaw angle (rad)

0 Yaw angle of real TRMS

0.1
0

Yaw angle (rad)

−0.2 −0.1
−0.2
−0.4 −0.3
−0.4
−0.6 −0.5
0 10 20 30 40 50 60 70 80 90 100
time(s) −0.6
−0.7
0 10 20 30 40 50
Fig. 4: Yaw angle (Case 1) time(s)

Fig. 8: Yaw angle (Case 3)

Pitch angle of the model and real TRMS
0.2
Pitch angle of the model
0.15 Pitch angle of real TRMS Pitch angle of the model and real TRMS
0.15
0.1 Pitch angle of the model
Pitch angle (rad)

Pitch angle of real TRMS

0.1
0.05
Pitch angle (rad)

0
0.05

−0.05
0
−0.1

−0.15 −0.05
0 10 20 30 40 50 60 70 80 90 100
time(s)
−0.1
0 10 20 30 40 50
Fig. 5: Pitch angle (Case 1) time(s)

Fig. 9: Pitch angle (Case 3)

Yaw angle of the model and real TRMS
0.6

0.4 Yaw angle of the model and real TRMS

0.2
0.2 0.1 Yaw angle of the model
Yaw angle (rad)

Yaw angle of real TRMS

0 0
Yaw angle (rad)

−0.1
−0.2
−0.2
−0.4 −0.3
Yaw angle of the model
−0.6 Yaw angle of real TRMS −0.4

−0.5
−0.8
0 10 20 30 40 50 60 70 80 90 100 −0.6
time(s)
−0.7
0 5 10 15 20 25 30 35 40
Fig. 6: Yaw angle (Case 2) time(s)

Fig. 10: Yaw angle (Case 4)

ACKNOWLEDGMENT
The authors acknowledge the support from Universiti R EFERENCES
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−0.6 A PPENDIX
−0.8
0 10 20 30 40 50 60 70 80 90 100 Bmr/tr Viscous friction coefficient of the main/tail propeller
time(s) g Gravitational accelaration
Jmr/tr Inertia moment of main/tail propeller
Fig. 12: Yaw angle (Case 5) Jv/vi Inertia moment in vertical plane//The components of Jv
k1/2 Interface coefficient of the tail/main motor and Simulink
ka/g Torque constant of DC motors/Gyroscopic constant
Pitch angle of the model and real TRMS kchp/n The coefficient of cable force for positive/negative θh
0.5 kf hp/n Aerodynamic force coefficient of the tail rotor for positive/negative
Pitch angle of the model
ωt
Pitch angle of real TRMS
kf vp/n Aerodynamic force coefficient of the main rotor for positive/negative
ωm
km/t
Pitch angle (rad)

interaction coefficients between two channels

kvf h/vf v Horizontal/vertical friction coefficient of the beam subsystem
0 kthp/n Drag friction coefficient of the tail rotor for positive/negative ωt
ktvp/n Drag friction coefficient of the main rotor for positive/negative ωm
li Length of b-counterweight beam, cb-Distance between the counter-
weight and the joint, m-the main part of the beam t-the tail part of
the beam
mi Mass of b-counterweight beam, cb-counterweight, m-main part of the
−0.5 beam, mr-main motor, ms-main shield, t-the tail part of the beam,
0 10 20 30 40 50 60 70 80 90 100
time(s)
tr-tail motor, ts-tail shield
Ra Armature resistance of the DC motors
rms/ts Radius of the main/tail shield
Fig. 13: Pitch angle (Case 5) Sh/v Angular momentum of the TRMS in the horizontal/vertical plane
ut/m Input voltage of the tail/main motor
αh/v Yaw/Pitch angle of the beam
α0 Equilibrium point angle corresponding to uv = 0
ωt/m Rotational velocity of the tail/main rotor
Institution of Mechanical Engineers, Part I: Journal of Systems and Ωh/v Angular velocity of the TRMS around the horizontal/vertical axis
Control Engineering, vol. 221, no. 1, pp. 89–101, 2007.
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