World Academy of Science, Engineering and Technology

International Journal of Electrical and Information Engineering

Vol:8, No:8, 2014

LQR Based PID Controller Design for 3-DOF

Helicopter System
Santosh Kr. Choudhary

Abstract—In this article, LQR based PID controller design for swivel about a pitch axis. The pitch angle is measured via third
3DOF helicopter system is investigated. The 3-DOF helicopter sensor. Two motors with propellers mounted on the helicopter
system is a benchmark laboratory model having strongly nonlinear body can generate a force proportional to the voltage applied
characteristics and unstable dynamics which make the control of such
system a challenging task. This article first presents the mathematical to the motors.The force generated by the propellers can cause
model of the 3DOF helicopter system and then illustrates the basic the helicopter body to lift off the ground. The purpose of
idea and technical formulation for controller design. The paper the balance block (counterweight) is to reduce the power
explains the simple approach for the approximation of PID design requirements on the motors.
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

parameters from the LQR controller gain matrix. The simulation The 3DOF helicopter system control involves linearization
results show that the investigated controller has both static and
dynamic performance, therefore the stability and the quick control of the nonlinear dynamics about a set of pre-selected
effect can be obtained simultaneously for the 3DOF helicopter equilibrium conditions within the flight envelope. Based on
system. the obtained linear models, classical single input single-output
Keywords—3DOF helicopter system, PID controller, LQR (SISO) techniques with a PID controller are widely used
controller, modeling, simulation. [2]–[5], etc. In another control approach, optimal tracking
strategy using Linear quadratic regulator (LQR) control for
helicopter model was proposed in [6]. Fuzzy and PID
I. I NTRODUCTION
combined control used for an unmanned helicopter was
HE 3-DOF helicopter system is a benchmark laboratory
T model for theoretical study on helicopter controls
and verification of the control algorithm. The helicopter
discussed in [7]. Conventional PID controller’s tuning methods
seem inadequate for achieving better control performance
because of bad tuning of parameters therefore these situations
is a complex mechanical system with strongly nonlinear give strong motivation to LQR based PID control strategy for
characteristics and has open-loop unstable dynamics which helicopter model.
make the control of such system a challenging task. The In this article, LQR based PID controller design for 3DOF
purpose of the control is to regulate desired pitch and roll helicopter system is investigated. The paper begins with
positions as well as angular travel speed of the prototype mathematical modeling of the 3DOF helicopter system and
3DOF helicopter model. The 3-DOF helicopter system (see then controller design methodology is briefly discussed to
deal with both performance and stability for the system.
The design problem is then dealt with finding a LQR
controller gain matrix, which gives a control solution.
Finally an approximation method is suggested for finding the
design parameters for PID controller from the obtained LQR
controller gain matrix. The whole procedure involves selecting
several parameters and the computation is simple, so it serves
as a PID tuning method for 3DOF helicopter system. The
simulation results show that the method is easy to use and the
resulting PID controller has good time-domain performance
and robustness of the system.
The rest of the article is organized as follows: In Section
Fig. 1. 3-DOF Helicopter System [1] II, we present a mathematical modelling of helicopter system.
Section III illustrates basic ideas and technical formulations
Fig. 1) consists of base upon which an arm is mounted. The for controller design. Section IV discuss about the results and
arm carries the helicopter body on one end and a balance block simulation analysis and Section V concludes the paper with
on the other end. The arm can roll about an pitch axis as well some remarks and conclusion.
as swivel about a travel axis. Sensors that are mounted on
these axes allow measuring the roll and travel of the arm. The
helicopter body is mounted at the end of the arm and is free to II. M ATHEMATICAL M ODELLING OF H ELICOPTER S YSTEM
DYNAMICS
Santosh Kr. Choudhary is with the Department of Instrumentation and
Control Engineering, Manipal Institute of Technology, Manipal, Karnataka, Understanding the flight behavior has become essential to
576104 India, (e-mail: [email protected]). ensure control. Helicopter models are now well established [8],

International Scholarly and Scientific Research & Innovation 8(8) 2014 1498 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Information Engineering
Vol:8, No:8, 2014

[9] within the reach of many fields (academic and commercial C. Travel Axis Model
purposes). Indeed, the ability to describe and explain the
various phenomena involved and interacting in the helicopter
dynamics has a large impact in practice. The aim of modeling
is then to evaluate and control as soon as possible.

A. Pitch Axis Model

Fig. 4. Schematic Diagram for Travel Axis Model

Fig. 2. Schematic Diagram for Pitch Axis Model
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

When the roll axis is tilted and overturned, the horizontal

Consider the diagram in Fig. 2. Assuming the roll is zero, component of G will cause a torque about that the travel
then the pitch axis dynamics of 3-DOF helicopter system can axis which results in an acceleration about the travel axis.
be modelled as: Assume the body has roll up by an angle p as shown in Fig.
Je ¨ = l1 Fh − l1 G 4. The travel axis dynamics of 3-DOF helicopter system can
be modelled as:
= l1 (F1 + F2 ) − l1 G
= Kc l1 (V1 + V2 ) − Tg Jt ṙ = −G sin(p)l1
⇒ Je ¨ = Kc l1 Vs − Tg (1) ⇒ Jt ṙ = −Kp sin(p)l1 (3)

where  is the pitch angle, Je = mh l12 + mb l22 is the moment where Jt is the moment of inertia of the system about the travel
of inertia of the system about pitch axis, mb is the mass of axis, r is the travel rate in rad/sec, Kp is the force required
balance blocks, mh is the total mass of two propeller motor, to maintain the helicopter in flight and is approximately G,
V1 and V2 are the voltages applied to the front and back motors sin(p) is the trigonometric sin of the roll angle.
resulting in force F1 and F2 , Kc is the force constant of the Remark 1: If the roll angle is zero, no force is transmitted
motor-propeller combination, l1 is the distance from the pivot along the travel axis. A positive roll causes a negative
point to the propeller motor, l2 is the distance from the pivot acceleration in the travel direction.
point to the balance blocks, Tg is the effective gravitational Remark 2: To design a speed controller for the travel axis,
torque due to the mass differential G about the pitch axis. we consider the model (3) but for a position controller, we
need to consider the travel differential equation as:Jt r̈ =
B. Roll Axis Model −Kp sin(p)l1 .

D. State Space Model of 3 DOF Helicopter system

The simplified state space dynamic model of 3 DOF
helicopter system relies on the following assumptions:
• All angles are sufficiently small so that the linear
approximation is valid.
• The coupling dynamics is neglected.

Fig. 3. Schematic Diagram for Roll Axis Model • The gravitational torque Tg is neglected.
• The frictions forces are neglected.

Consider the diagram in Fig. 3. If the force generated by the Under the above assumptions, (1), (2) and (3) for the overall
left motor is higher than the force generated by the right motor, motion of the helicopter can be effectively reduced to these
the helicopter body will be overturned clockwise. The roll axis following equations:
⎧
dynamics of 3-DOF helicopter system can be modelled as: ⎪ ¨ = KJcel1 U1
⎪
⎨
Jp p̈ = F1 lp − F2 lp K l
p̈ = Jcp p U2 (4)
⎪
⎪
= Kc lp (V1 − V2 ) ⎩
ṙ = Jt p
Gl1

⇒ Jp p̈ = Kc lp Vd (2)
where control inputs U1 and U2 are given by
where p is the roll angle, Jp is the moment of inertia of the 
U1 = Vs +V
2
d
system about the roll axis, lp is the distance from the roll axis (5)
Vs −Vd
to either motor. U2 = 2

International Scholarly and Scientific Research & Innovation 8(8) 2014 1499 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Information Engineering
Vol:8, No:8, 2014

Remark 3: We calculate the input voltage U1 and U2 for Travel Control Equation:
each motor. 
Finally, using (4), the sate space model of the helicopter is pc = Krp (r − rc ) + Kri (r − rc ) dt (10)
formulated as below:
⎡⎤ ⎡ ⎤ ⎡ ⎤
0 0 1 0 0 0 0 ⎡⎤ 0 0 Remark 4: In order to achieve a desired travel rate rc , we
⎢p⎥ ⎢ ⎥
0⎥ ⎢ ⎥ ⎢ 0 0 ⎥
⎢ ⎥ ⎢0 ⎢ 0 0 1 0 0
⎥⎢
p ⎢
⎥ ⎢ ⎥ design a controller to command a desired roll angle pc .
⎢ ⎥ ⎢0 ⎥ ⎢ ⎥ ⎢ Kc l1 K c l1 ⎥⎥
⎢ ˙ ⎥ ⎢ 0 0 0 0 0 0⎥ ⎢ ˙ ⎥ ⎢ J ⎥ U
d ⎢ ⎥
⎢ ṗ ⎥ = ⎢
⎢ ⎥ ⎢ e Je
0⎥ Kc l p ⎥ 1
⎥ ⎢0 0 0 0 0 0 ⎥⎢ ṗ ⎥
⎥+⎢ Jp
Kc lp
− J ⎥
dt ⎢
⎢ ⎥ ⎢ ⎥⎢⎢ ⎥ ⎢ p ⎥ U2 B. LQR Controller
⎢r ⎥ ⎢ 0 Gl1
0 0 0 0 ⎥ ⎢
0⎥ ⎢ r ⎥ ⎢ 0 0 ⎥ ⎥
⎢ ⎥ ⎢ Jt
⎥⎢ ⎥ ⎢
⎣ξ ⎦ ⎢ ⎣1 0 0 0 0 0 0⎦ ⎣ ξ ⎦ ⎣ 0 0 ⎦
⎥ Linear-quadratic-regulator (LQR) is a part of the optimal
γ 0 0 0 0 1 0 0 γ 0 0
control strategy [10] which has been widely developed and
⎡ ⎤ (6) used in various applications. LQR design is based on the
 selection of feedback gains K such that the cost function
⎢ ⎥ or performance index J is minimized. This ensures that the
⎢p⎥
⎡ ⎤ ⎡ ⎤⎢ ⎥ ⎡ ⎤ gain selection is optimal for the cost function specified. An
 1 0 0 0 0 0 0 ⎢ ⎥
⎢ ˙ ⎥ 0 0 
⎢ ⎥ ⎢ ⎥⎢ ⎥ ⎢ ⎥ U1 advantage of using the LQR optimal control scheme is that
⎣p⎦ = ⎣0 1 0 0 0 0 0⎦ ⎢ ṗ ⎥ + ⎣0 0⎦ (7) system designed will be stable and robust, except in the case
⎢ ⎥ U2
r ⎢
0 0 0 0 1 0 0 ⎢r ⎥ ⎥ 0 0 where the system is not controllable.
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

⎢ ⎥ In this design method, the system must be described by state

⎣ ⎦
ξ
γ space model: 
ẋ = Ax + Bu
where , p and r are the pitch angle, roll angle and travel rate (11)
of the 3-DOF helicopter system respectively and ξ˙ =  and y = Cx + Du
γ̇ = r. The performance index J is defined as:
 ∞
TABLE I
P HYSICAL PARAMETERS OF 3-DOF HELICOPTER SYSTEM J= (xT Qx + uT Ru)dt (12)
0

Symbol Physical unit Numerical values Where Q is positive definite (or semi-positive definite)
Je Kg.m2 1.8145 Hermitian or a real symmetric matrix. and R is positive
Jt Kg.m2 1.8145 definite Hermitian or real symmetric matrix. These two
Jp Kg.m2 0.0319 matrices Q and R are often known as weighting matrices.
G N 4.2591 The LQR optimal control principle [10] for the system
l1 m 0.88 defined in (11) is to determine matrix K that gives the optimal
l2 m 0.35 control vector
lp m 0.17 u(t) = −Kx(t) (13)
Kc N/V 12
such that performance index J is minimized.
In order to obtain the linear 3-DOF state space model, we The control gain matrix K is given by
consider the physical parameter’s value from Table I. K = R−1 B T P (14)

III. C ONTROLLER D ESIGN and P can be found by solving the continuous time algebraic
This section is dedicated to design three PID controllers Riccati equation:
to allow us to command a desired pitch position, roll angle AT P + P A − P BR−1 B T P + Q = 0 (15)
and travel rate of 3-DOF helicopter system. In this work, PID
controller’s design parameters are approximated from the LQR The block diagram showing the LQR control system
controller gain matrix. configuration is shown in Fig. 5.

A. PID Equation
If c , pc and rc are the desired pitch angle, desired roll angle
and desired travel rate of helicopter system, we can express
the PID controllers in the following form to meet closed loop
expectations:
Pitch Control Equation:

Vs = Kp ( − c ) + Kd ˙ + Ki ( − c ) dt (8)
Fig. 5. LQR Control Systems Configuration
Roll Control Equation:
Vd = Kpp (p − pc ) + Kpd ṗ (9) The crucial and difficult task in the LQR controller design

International Scholarly and Scientific Research & Innovation 8(8) 2014 1500 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Information Engineering
Vol:8, No:8, 2014

is a choice of the weighting matrices. We generally select First, we write the LQR optimal control law using (13) and
weighting matrices Q and R to satisfy expected performance (18) for the 3-DOF helicopter system as :
⎡⎤
criterion. The different Q and R values give a different system p
    ⎢ ˙ ⎥
response. The system will be more robust to disturbance and U1
U2 = − 1.0426 0.8661 0.4349 0.1534 1.0292 0.1000 0.0707 ⎢ ṗ ⎥
1.0426 −0.8661 0.4349 −0.1534 −1.0292 0.1000 −0.0707 ⎣ r ⎦
the settling time will be shorter if Q is larger (in a certain ξ
γ
range). But there is no straightforward way to select these 
k11 k12 k13 k14 k15 k16 k17
weighting matrices and it is usually done through an iterative = − x(t) (19)
k21 k22 k23 k24 k25 k26 k27
simulation process. In this article, we apply the Bryson’s rule
for weighting matrix selection and select the matrices Q and Analyzing carefully (19), we can obtain:
R for the 3-helicopter system in the following manner: ⎡⎤
⎡ α2 ⎤    
p
1 0 0 0 0 0 0 k11 k12 k13 k14 k15 k16 k17 ⎢ ṗ ˙ ⎥
(max )2
U1
= − k11 −k12 k13 −k14 −k15 k16 −k17 ⎣ ⎦ (20)
⎢ α2 ⎥ U2 r
⎢ 0 2 0 0 0 0 0 ⎥ ξ
⎢ (pmax )2 ⎥ γ
⎢ 0 α2 ⎥
⎢ 0 3
(˙ max )2
0 0 0 0 ⎥ Now, the sum of the rows of (20) results in:
⎢ ⎥
Q = ρ⎢ ⎢ 0 0 0
α24
(ṗmax )2
0 0 0 ⎥
⎥
⎢ 2 ⎥ U1 + U2 = −(2k11  + 2k13 ˙ + 2k16 ξ)
⎢ 0 0 0 0
α5
0 0 ⎥   
⎢ (rmax )2
⎥
⎢ 0 ⎥
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

2
⎣ 0 0 0 0
α6
(ξmax )2
0 ⎦ = − 2k 11  + 2k 13 ˙
 + 2k 16 dt (21)
α2
7
0 0 0 0 0 0 (γmax )2
⎡ ⎤ The full state feedback results in a controller that feedback
2 0 0 0 0 0 0 two voltages, therefore (21) can be written as:
⎢ ⎥
⎢0 0.2 0 0 0 0 0 ⎥ 
⎢ ⎥
⎢0 0 0.02 0 0 0 0 ⎥ Vs = −2k11 ( − c ) − 2k13 ˙ − 2k16 ( − c ) dt (22)
⎢ ⎥
⎢ ⎥
= ⎢0 0 0 0.02 0 0 0 ⎥ (16)
⎢ ⎥ Equations (8) and (22) have the same structure, this means that
⎢0 0 0 0 2 0 0 ⎥
⎢ ⎥ the gains we obtain from LQR design can still be used for the
⎢ ⎥
⎣0 0 0 0 0 0.02 0 ⎦ pitch PID controller. Thus, comparing (22) with (8), we can
0 0 0 0 0 0 0.01 get the following pitch PID controller design parameters:
⎡ ⎤ ⎧
β12
(U1max )2 0 ⎪
⎪Kp = −2k11
R = ρ⎣ β22
⎦ ⎨
0 (U2max )2 Kd = −2k13 (23)
 ⎪
⎪
⎩
1 0 Ki = −2k16
= (17)
0 1 Similarly, the difference of the rows of (20) results in:
where: U1 − U2 = −2k12 p − 2k14 ṗ − 2k15 (r − rc ) − 2k17 γ
• max , pmax , ˙max , ṗmax , rmax , ξmax and γmax represent

the respective largest desired response for that component ⇒ Vd = −2k12 p − 2k14 ṗ − 2k15 (r − rc ) − 2k17 (r − rc ) dt
of the states. (24)
• U1max and U2max are maximum acceptable control voltage
Now, using PID equation (10) in (9), we can get,
inputs for actuator signal. 
7  2
Vd = Kpp p + Kpd ṗ − Kpp Krp (r − rc ) − Kpp Kri (r − rc ) dt
• αi2 = 1 and βi2 = 1 are used to add an additional (25)
i=1 i=1
relative weighting on the various components of the state Equations (24) and (25) have exactly the same structure. The
and control respectively.
• ρ is used as the last relative weighting between the control TABLE II
PID DESIGN GAINS VALUE
and state penalties which gives a relatively concrete way
to discuss the relative size of Q and R and their ratio
PID parameters Relationship Absolute Value
Q/R.
Kp −2k11 2.0852
The synthesis of a state feedback controller K is obtained
according to the LQR control system configuration shown Kd −2k13 0.8698
in the Fig. 5. Using MATLAB code K=lqr(A,B,Q,R), we Ki −2k16 0.2
obtain controller gain as follows: Kpp −2k12 1.7322
 1.0426 0.8661 0.4349 0.1534 1.0292 0.1000 0.0707
 Kpd −2k14 0.3069
K= 1.0426 −0.8661 0.4349 −0.1534 −1.0292 0.1000 −0.0707 (18) 2k15
Krp − 2k 1.1883
12
C. PID Approximation Kri − 2k
2k
17
0.0816
12

In this subsection PID controller’s design parameter

Kp , Ki and Kd are approximated from the LQR controller gain means that we can design an LQR controller and still maintain
matrix (18). the same structure we used previously.

International Scholarly and Scientific Research & Innovation 8(8) 2014 1501 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Information Engineering
Vol:8, No:8, 2014

On comparing (24) and (25), the feedback gains for the B. Roll Axis Model Simulation
controller are obtained from the LQR gains as: The aim of this part is to design a controller that will allow
⎧
⎪
⎪ Kpp = −2k12 us to command the roll movement. The tracking curve of the
⎪
⎪
⎪
⎨Kpd = −2k14 reference input signal to PD control of the roll axis model is
(26) shown in the Fig. 7. From the figure it can be seen that steady
⎪ 2k15
⎪Krp = − 2k12
⎪
⎪
state have been completely obtained. The system has small
⎪
⎩K overshoot which is settled within a fraction of a second.
ri = − 2k 17
2k12
The design we have performed, resulting in the controller gain
values and it is shown in the Table II and got PID controller, 25

PD controller and PI controller for pitch, roll and travel axis

model respectively of 3DOF helicopter system.
20
Remark 5: Due to the minimum-phase requirement of a
PID controller, the signs of the proportional gain, the integral
gain and the differential gain must be the same. Therefore, 15

Roll Angle (degree)

absolute gain values are considered to avoid the problem of
different signs. 10
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

IV. S IMULATION AND R ESULTS A NALYSIS

5
We now present the performance analysis for 3DOF
helicopter feedback system through MATLAB simulation.
Simulations are carried out for different axis: pitch, roll and 0

travel axis. The control objective is to get good performances

in dynamics as well as in statics. In the simulation, the −5
0 10 20 30 40 50 60
reference signal for the pitch, travel and roll angles are Time (seconds)

changed between 0◦ to 20◦ to simulate the demands given

by the pilot. Also sampling time and simulation time used are Fig. 7. PD control simulation of the roll axis model
0.1 and 60 seconds respectively.
Linear Simulation Results

25
25

20
20

15
Pitch Angle (degree)

15
Travel Angle (degree)

10
10

5
5

0
0

−5
0 10 20 30 40 50 60 −5
Time (seconds) 0 10 20 30 40 50 60
Time (seconds)

Fig. 6. PID control simulation of the pitch axis model

Fig. 8. PI control simulation of the travel axis model

A. Pitch Axis Model Simulation

The control objective is to minimize the error between the C. Travel Axis Model Simulation
desired pitch positions with the helicopter pitch axis position. This section is dedicated to control of the travel rate of the
The Fig. 6 illustrates the tracking curve of reference input with helicopter by means of PI controller. The Fig. 8 shows the
PID controller for pitch axis model of the 3DOF helicopter control curve of helicopter travel rate. It is cleared from the
system. Simulation result shows that PID control for pitch axis simulation result that PI control of the travel axis model is able
has negligible overshoot and shorter settling time and is able to track desired response and has no overshoot. The simulation
to track the desired response, which is considerable system also shows that there is negligible steady state tracking error
performance. but overall tracking performance looks acceptable.

International Scholarly and Scientific Research & Innovation 8(8) 2014 1502 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Information Engineering
Vol:8, No:8, 2014

V. C ONCLUSION Santosh Kr. Choudhary received the M.Tech

in Astronomy & Space Engineering in 2009
In this work, LQR based PID controller design for from Manipal University, Manipal, Karnataka and
3DOF helicopter system is investigated. The 3DOF helicopter B.Sc(Hons) and M.Sc in Mathematics from Magadh
dynamical equations along with state space model are University, Bodh-Gaya, Bihar, India in 2001 and
2003 respectively. He is currently working as an
first presented in the paper and then the basic ideas and assistant professor in MIT, Manipal University,
technical formulations for designing a PID controller are Manipal, India. He is also the life member of Indian
briefly illustrated. This paper presents a simple approach Society of Technical Education (ISTE), Indian
Society of Systems for Science and Engineering
for designing a PID controller based on the approximation (ISSE), Asian Control Association (ACA), Society
of design parameters from the LQR controller gain matrix. for Industrial and Applied Mathematics (SIAM) and International Association
The investigated controller has both static and dynamic of Engineers (IAENG). His area of research interests includes control theory,
scientific computing, robust & optimal control, modeling & simulation,
performance, therefore the stability and the quick control spacecraft dynamics & control, industrial & applied mathematics and orbital
effect can be obtained simultaneously. The robustness of the mechanics.
designed controller is superior in terms of less overshoot, short
settling time and stable tracking of reference inputs.

ACKNOWLEDGEMENTS
The author would like to acknowledge the support of
Open Science Index, Electrical and Information Engineering Vol:8, No:8, 2014 waset.org/Publication/9999411

Manipal Institute of Technology, Manipal University, Manipal,

India.

R EFERENCES
[1] 3DOF Helicopter Experiment manual, Googol Technology Ltd.,
Kowloon, Hon Kong, 2009.
[2] H. Rios, A. Rosales, A. Ferreira, and A. Davilay, “Robust regulation
for a 3-dof helicopter via sliding-modes control and observation
techniques,” in American Control Conference (ACC), 2010, June 2010,
pp. 4427–4432.
[3] S. Lee, C. Ha, and B. Kim, “Adaptive nonlinear control system design
for helicopter robust command augmentation,” Aerospace Science and
Technology, vol. 9, no. 3, pp. 241 – 251, 2005.
[4] J. Gao, X. Xu, and C. He, “A study on the control methods based
on 3-dof helicopter model.” journal of Computers, vol. 7, no. 10, pp.
2526–2533, 2012.
[5] A. Boubakir, S. Labiod, F. Boudjema, and F. Plestan, “Design and
experimentation of a self-tuning pid control applied to the 3dof
helicopter,” Archives of Control Sciences, vol. 23, no. 3, pp. 311–331,
2013.
[6] Z. Liu, Z. Choukri El Haj, and H. Shi, “Control strategy design based on
fuzzy logic and lqr for 3-dof helicopter model,” in Intelligent Control
and Information Processing (ICICIP), 2010 International Conference
on, Aug 2010, pp. 262–266.
[7] E. N. Sanchez, H. Becerra, and C. Velez, “Combining fuzzy and pid
control for an unmanned helicopter,” in Fuzzy Information Processing
Society, 2005. NAFIPS 2005. Annual Meeting of the North American,
June 2005, pp. 235–240.
[8] M. Boukhnifer, A. Chaibet, and C. Larouci, “H-infinity robust control
of 3-dof helicopter,” in Systems, Signals and Devices (SSD), 2012 9th
International Multi-Conference on, March 2012, pp. 1–6.
[9] Z. Yujia, N. Mohamed, N. Hazem, and A. Yasse, “Model predictive
control of a 3-dof helicopter system using successive linearization,”
International Journal of Engineering, Science and Technology, vol. 2,
no. 310, pp. 9–19, 2010.
[10] D. S. Naidu, Optimal Control Systems. CRC Press, 2002.

International Scholarly and Scientific Research & Innovation 8(8) 2014 1503 ISNI:0000000091950263