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Procedia Computer Science 00 (2017) 000–000
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Procedia Computer Science 115 (2017) 2–13

7th International Conference on Advances in Computing & Communications, ICACC-2017, 22-

24 August 2017, Cochin, India

Performance Analysis of Half Car Suspension Model with 4 DOF

using PID, LQR, FUZZY and ANFIS Controllers
Puneet Gandhia, Adarsh Sa*, K I Ramachandranb
a
Department of Electronics and Communications Engineering,
b
Centre for Computational Engineering and Networking (CEN)
Amrita School of Engineering, Coimbatore
Amrita Vishwa Vidyapeetham, Amrita University, India

Abstract

The suspension system helps to enhance the ride quality, steering stability, passenger comfort and NVH. In this paper, using a half
car active suspension model with 4 Degrees Of Freedom (4 DOF) the controllers such as Proportional Integral Derivative, Linear
Quadratic Regulator, Fuzzy and Adaptive Neuro Fuzzy Inference System (ANFIS) are designed using MATLAB-Simulink. The
response of these controllers has been analysed using the random road profile (ISO 8608) against the conventional passive
suspension system. The results indicate that ANFIS based controller performs better on the parameters ‘Settling Time’ and
‘Amplitude’ of the road disturbances, compared with other controllers.

© 2017 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the 7th International Conference on Advances in Computing &
Communications.

Keywords: Half car 4 DOF active suspension; Model based design; PID; ANFIS; LQR; Fuzzy logic control system

* Corresponding author. Tel.: +91-422-2685000; fax: +91-422-2686274

E-mail address: s_adarsh@cb.amrita.edu

1877-0509 © 2017 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the 7th International Conference on Advances in Computing &
Communications.

1877-0509 © 2017 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the 7th International Conference on Advances in Computing &
Communications
10.1016/j.procs.2017.09.070
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1. Introduction

In the advent of technology, the automotive industry is focusing more on the passenger safety and comfort. The
vehicle suspension system has a vital role to play in providing the riding comfort to the passengers by isolating the
cabin from various road disturbances. The suspension system is mainly categorized into three type’s viz. passive
suspension, semi-active suspension and active suspension. The passive suspension uses the conventional springs and
dampers to absorb the road disturbances. It also provides trade-off between the ride comfort and road handling. The
Semi-active suspension uses the conventional spring and externally controlled damper. In this type, the damping co-
efficient can be controlled based on the inputs from chassis acceleration sensor that measures the vertical acceleration
at body of the vehicle. The active suspension system uses Force actuators (Fa) elements in a closed loop control system
alongside conventional passive suspension system. The Force actuator provides adequate control force to the system
based on the input from the various sensors associated with it. Wider range of control force and zero force-velocity
constraints are the advantages of these types of suspension systems, compared with the other suspension types. The
researchers have proposed the various control systems to enhance the active suspension system performance.
The vehicle suspension system can be modeled as half car 4 DOF and the performance of Linear Quadratic
Regulator (LQR) and Fuzzy control systems can be analysed [1]. The proportional integral sliding control system has
been designed for half car 4 DOF suspension system model [2]. The linear and fuzzy control system performance has
been analysed on the half car 4 DOF suspension models [3]. The Fuzzy control system approach has been proposed
and analysed for 2 DOF quarter-car suspension model and comparative study has been done with Linear Quadratic
Gaussian (LQG) controller [4]. The researchers (et al.) have proposed the ANFIS controller to manage the non-
linearity of system using the data from Fractional Order Proportional Integral Derivative (FOPID) control system for
Full car active suspension model [5]. The half car 4 DOF suspension system with LQR controller has been developed
[6]. The ANFIS design has been analysed for half car 6 DOF suspension systems using the data driven approach and
its performance has been compared with the passive suspension [7]. The PID control algorithm has been developed
and analysed for quarter car 2 DOF suspension systems [8]. The development of Fuzzy control system for quarter car
suspension has been discussed [9] [10]. The development of ANFIS controller for semi active suspension system has
been discussed [11]. The Road profile can be simulated based on ISO 8608 for testing the performance of Suspension
system on various road conditions [12] [13]. The LQR control system design has been proposed for active suspension
system [14] [15] [16]. The analysis of fuzzy rule optimization has been discussed [17]. The ANFIS architecture and
hybrid learning algorithm has been discussed [18]. The ANFIS and PID controllers have been developed and tested
on an experimental Active suspension setup using LabVIEW software [19]. The design, development and
implementation of an auto tuning PID controller has been discussed [20]. The PID controller has been developed for
a 2 DOF suspension model using MATLAB PID auto tuning tool [21]. The ANFIS based road profile classification
model is developed using vehicle semi active suspension [22].
Many control system strategies have been discussed by the researchers to enhance the performance of suspension
system. This paper focuses on the development of ANFIS, LQR, Fuzzy and PID controller systems for a half car 4
DOF active suspension and their comparison provides an insight to the other researchers for the design and selection
of suitable control algorithm for the vehicle suspension. The response of these controllers has been analysed using the
random road profile, Speed bumps and pot holes as road disturbances.

2. Vehicle Suspension Model and Measurements

The vehicle suspension system can be modelled in the form of quarter car with 2 DOF, half car with 4 DOF and
full car with 7 DOF systems. In this paper, the half car 4 DOF model has been selected for the analysis, as it provides
a better insight on the suspension performance with optimal complexity. Fig.1 shows the half car active suspension
system model along with the necessary linear control equations [1] [2] [3] [6].
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Fig. 1. Half car 4 DOF active suspension model

The control equation for the vertical motion at vehicle body can be represented as,
𝑚� 𝑋̈� + 𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� �𝑋�� − 𝑋�� � + 𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� (𝑋�� − 𝑋�� ) − 𝑓�� − 𝑓�� = 0 (1)
where,
m� = Vehicle body sprung mass, c�� = Front suspension damper co-efficient, c�� = Rear suspension damper co-
efficient, k �� = Stiffness co-efficient at front suspension, k �� = Stiffness co-efficient at Rear suspension, 𝑓�� = Force
at front actuator, 𝑓�� = Force at rear actuator, Ẍ � = Sprung mass acceleration at Vehicle body, Ẋ �� = Sprung mass
velocity at front body, Ẋ �� = Unsprung mass velocity at front body, X �� = Sprung mass displacement at front body, X ��
= Unsprung mass displacement at front body, Ẋ �� = Sprung mass velocity at Rear body, Ẋ �� = Unsprung mass velocity
at Rear body, X�� = Sprung mass displacement at Rear body, X�� = Unsprung mass displacement at Rear body
The control equation for the pitch moment at vehicle body can be represented as,
𝐼� Ӫ� + 𝐿� �𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� �𝑋�� − 𝑋�� � − 𝑓�� � − 𝐿� �𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� (𝑋�� − 𝑋�� ) − 𝑓�� � = 0
(2)
where,
I� = Moment of Inertia, Ӫ� = Rotary angle at vehicle’s CG point, L� = Inter-space between Front axle and Vehicle CG
point, L� = Inter-space between Rear axle and Vehicle CG point, L= Inter-space between Front and rear axle

The control equation for the vertical moment at unsprung mass of vehicle front can be represented as,
𝑚�� 𝑋̈�� − 𝑐�� �𝑋̇�� − 𝑋̇�� � − 𝑘�� �𝑋�� − 𝑋�� � + 𝑘�� �𝑋�� − 𝑤�� � + 𝑓�� = 0 (3)
where,
m�� = Unsprung mass at front vehicle body, Ẍ �� = Unsprung mass acceleration at front body, Ẍ �� = Unsprung mass
acceleration at Rear body, Ẍ �� = Sprung mass acceleration at Rear body, w�� = Road Input to Front wheel, k �� =
Stiffness co-efficient at front wheel

The control equation for the vertical moment at unsprung mass of vehicle rear can be represented as,
𝑚�� 𝑋̈�� − 𝑐�� �𝑋̇�� − 𝑋̇�� � − 𝑘�� (𝑋�� − 𝑋�� ) + 𝑘�� (𝑋�� − 𝑤�� ) + 𝑓�� = 0 (4)
where,
m�� = Unsprung mass at rear vehicle body, w�� = Road Input to Rear wheel, k �� = Stiffness co-efficient at rear wheel
The equations (1) and (2) are further substituted by the following constraints,
𝑋� = �𝐿� 𝑋�� + 𝐿� 𝑋�� � / 𝐿 (5)
Ө� = �𝑋�� − 𝑋�� � / 𝐿 (6)
Now, the equations (1) and (2) become,
��
�𝐿� 𝑋̈�� + 𝐿� 𝑋̈�� � + 𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� �𝑋�� − 𝑋�� � + 𝑐�� �𝑋̇�� − 𝑋̇�� � + 𝑘�� (𝑋�� − 𝑋�� ) − 𝑓�� − 𝑓�� =
�
0 (7)
��
̈ ̈ ̇ ̇ ̇ ̇ (𝑋
�𝑋�� − 𝑋�� � + 𝐿� �𝑐�� �𝑋�� − 𝑋�� � + 𝑘�� �𝑋�� − 𝑋�� � − 𝑓�� � − 𝐿� �𝑐�� �𝑋�� − 𝑋�� � + 𝑘�� �� − 𝑋�� − )
�
𝑓�� � = 0 (8)
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The equations (3), (4), (7) and (8) are represented in the form of State space as,
𝑥̇ = 𝐴𝑥 + 𝐵𝑢 + 𝐷𝑤 (9)
where,
x= State Vector, w = Input Vector, A = State Matrix, D = Input Matrix, B = Feedback Matrix, u = Feedback Vector
The states of the model are defined as,
𝑤�� 𝑓��
� 𝐴1 𝐴2
𝑥 = �𝑥̇ �� 𝑥̇ �� 𝑥̇ �� 𝑥̇ �� 𝑥�� 𝑥�� 𝑥�� 𝑥�� � and 𝑤 = � � , 𝑢 = � �, A = � �
𝑤�� 𝑓�� 𝐴3 𝐴4
�
⎡ � + �� � � �
− � � ⎤
�� �� �� ��
��� �
�� ��� ��� �
�� ��� ��� �� �� ��� ��� � � �
⎢ ⎥
⎡− � − � + − + − � � ��⎤ ⎢ −
�
0 ⎥
� � �� �� �� �� �� �� ���
⎢ ⎥ ⎢ ⎥
⎢ � �� ��� ⎥ 1000 ⎢ ⎥
− 0 0 � � � �
⎢ ��� ��� ⎥ ⎡ ⎤ ⎢ � − � � �
+ � ⎥
�� �� �� ��
⎢ ⎥ ⎢0 1 0 0⎥ ⎢ ⎥
𝐴1 = ⎢ ��� ���� ��� ��� �� �� ��� ��� �� � ��� ��� �� � ��� ⎥, 𝐴3 = ⎢ ⎥ , 𝐵 = ⎢ � ⎥,
− + − − − + 0 −
⎢ �� �� �� �� �� �� �� �� ⎥ ⎢0 0 1 0⎥ ⎢ ��� ⎥
⎢ ⎥ ⎣0 0 0 1⎦ ⎢ 0 0 ⎥
⎢ ��� ��� ⎥ ⎢ ⎥
⎢ 0 0 − ⎥ 0 0
��� ��� ⎢ ⎥
⎣ ⎦ ⎢ 0 0 ⎥
⎢ ⎥
0 0
⎣ ⎦
⎡0 0⎤
�� � ��� �� � ��� ⎢ ��� 0⎥
��� ��� ��� �� �� ��� ��� �� �� ���
⎡ − − + − + − ⎤
�� �� �� �� �� �� �� �� ⎢ ��� ⎥
⎢ ⎥ ⎢ ⎥
⎢ ⎥ 0000
⎢0 0⎥
��� (��� � ��� )
− 0 0 ⎡ ⎤
⎢ ��� ��� ⎥
⎢0 0 0 0⎥ ⎢0 ��� ⎥
𝐴2 = ⎢ ⎥, 𝐴4 =
⎢ ⎥, 𝐷 = ⎢ ��� ⎥
⎢ �� � ��� �� � ��� ⎥ ⎢0 0 0 0⎥
��� �� �� ��� ��� �� �� ��� ��� ���
− + − − − + ⎢0 0 ⎥
⎢ �� �� �� �� �� �� �� �� ⎥ ⎣0 0 0 0⎦ ⎢0 0 ⎥
⎢ ⎥
⎢
��� (��� � ��� )
⎥ ⎢ ⎥
0 0 −
��� ��� ⎢0 0 ⎥
⎣ ⎦
⎢ ⎥
0 0
⎣ ⎦

The vehicle suspension parameters are considered as,

m� = 1794.4 kg, c�� = 1190 Ns/m, c�� = 1000 Ns/m, I� = 3443.05 kg m², m�� = 87.15 kg, m�� = 140.14 kg,
k �� =66824 N/m, k �� = 18615 N/m, L� = 1.27 m, L� = 1.72 m, L= 2.99 m, k ��, k �� = 101115 N/m

3. Road profile design and Simulation

3.1. Road Input as Speed bump and pot hole

The analysis of the suspension system performance is done by providing an external excitation at the input. The
external excitation is in the form of sinusoidal Speed bumps or potholes as [6],
𝑥(𝑡) = ℎ (1 − cos(8𝜋𝑡)), 𝑡1 ≤ 𝑡 ≤ 𝑡2
= 0, 𝑜𝑡ℎ𝑒𝑟𝑤𝑖𝑠𝑒 (10)
The road disturbances are experienced by the front and the real wheel with a specific time delay. The computation
of Time delay is performed as [1],
(� �� )
Time delay = � � (11)
���.
where,
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Vel. = 20 km/hr, vehicle velocity

h = 0.05 m, external factor to generate height of speed bump or depth of pot hole
t1,t2 = 0.5-0.75, Duration of Speed bump or pot hole at each wheel.

Fig. 2 and 3 show the road disturbances generated for vehicle rear and front wheel.

Fig. 2. Speed bump as road input Fig. 3. Pot hole as road input

3.2. Road Input as ISO 8608 Random Road Profile

The external excitation to the suspension system can also be simulated in the form of random road profile in
compliance with ISO 8608 standard. The ISO 8608 describes a uniform method of reporting and analyzing measured
vertical surface profile data from various scenarios such as streets, roads, highways and off-road terrains. The standard
provides the methodology to determine the quality of road based on the power spectral density (PSD) measured for
the road profile.
This paper adopts the “superposition of harmonics” (Fourier series) method to generate the various classes of road
profiles using the PSD. This data needs to be transformed into spatial domain for simulation of suspension model in
time domain [12] [13]. In simulations, the road surface can be approximated using the equations (12) to (15).
� ��
𝐺� (𝛺) = 𝐺� (𝛺� ). � � (12)
��
where,
G� (Ω) = PSD of vertical displacement at spatial frequency ′Ω′
G� (� ) = PSD of vertical displacement at reference spatial frequency ���
w = waviness index of road surface indicating the short or long wavelengths, generally considered as constant ‘2’
Ω = spatial angular frequency
ISO 8608 proposes the classification of road (Class A–G) as the degree (Deg.) of roughness ‘J’ at road as shown in
Table 1. The Deg. of roughness may be explained as the spatial PSD of road profile at reference frequency ′Ω� =
0.1 cycles/m′ and can be expressed as,
J = 𝐺� (𝛺� ) = 4� x 10�� (13)
where,
b=1, 2, … , 7 defines the class of road. Table 1 provides the upper and lower range of the ‘J’ and its geometric mean.
The elevation of road profile is determined as,
𝑠(𝑥) = ∑� ��� 𝑆𝑛 𝑠𝑖𝑛(2п 𝛺� 𝑥 + ∅� ), 𝑛 = 1,2,3, … . . , 𝑁 (14)
and
� �
𝑆𝑛 = 2� �2 � � � ∆𝛺 x 10�� (15)
��
where,
(� � � )
N = � � , Number of freq. bands in which the Power Spectral Density spectrum is distributed
∆�
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�
∆Ω = , Width of each frequency band, 𝑆𝑛 = Amplitude of nth harmonic
�
(����)
Ω� = Ω� + ∆Ω � �, Spatial frequency of nth harmonic
�
Ω� = Upper spatial frequency, Ω� = Lower spatial frequency, ∅� = Random phase angle

According to sampling theorem, the road profile is sampled at step size of ∆x ≤ 1 / (2Ω� ). In this paper, Ω� and Ω�
are considered as 0.1 and 4 cycles/m respectively. The road profiles are generated for reference velocity 1 m/s in time
domain for road length ‘L’ of 100m respectively.

Table 1. Various class of roads with the deg. of roughness

Class of Road Class Deg. of roughness
‘b’ J = 𝐺� (𝛺� ) = 4� x 10�� m³/cycle
Range Geometric mean ( 4� )
A (very good) 1 <8 4
B (good) 2 8~32 16
C (average) 3 32~128 64
D (poor) 4 128~512 256
E (very poor) 5 512~2048 1024
F 6 2048~8192 4096
G 7 8192~32768 16384

Fig. 4 indicates the road profile at vehicle front and rear wheel with time delay according to equation (11) for class
D road, speed of 3.6km/hr and road length of 100m.

Fig. 4. Class D road profile at vehicle front and rear wheel

4. Design of control algorithms

4.1. Linear Quadratic Regulator (LQR) Controller

The suspension system model [1] [15] [16] has been represented in the form of state space as,
𝑥̇ = 𝐴𝑥 + 𝐵𝑢 (16)
The LQR control algorithm is designed to obtain the value of control vector ‘u’ such as to reduce the cost function
‘J’. The ‘J’ is given as,
𝐽 = ∫(𝑥 � 𝑄𝑥 + 𝑢� 𝑅𝑢). 𝑑𝑡 (17)
The matrix Q is a positive-definite (or positive-semi definite) Hermitian or real symmetric matrix and R is a positive
definite Hermitian or real symmetric matrix. The matrices Q and R are chosen optimally to reduce the cost function
‘J’. The value of feedback control vector ‘u’ is defined as,
𝑢(𝑡) = −𝐾. 𝑥 (18)
The state feedback gain matrix ‘K’ is calculated from,
K= R�� 𝐵� 𝑃 (19)
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The matrix P is computed by solving the Algebraic Riccati Equation (ARE),

𝐴� 𝑃 + 𝑃𝐴 + 𝑄 − 𝑃𝐵𝑅 �� 𝐵� 𝑃 = 0 (20)
By substituting the gain matrix ‘K’ and control vector ‘u’ in state equation (16), we obtain,
𝑥̇ = (𝐴 − 𝐵𝐾)𝑥 (21)
Fig. 5 shows the block diagram for implementation of LQR controller.

Fig. 5. Block diagram for LQR control implementation

In this paper, the optimal value of K is obtained from the inbuilt MATLAB command “K = lqr(A,B,Q,R)”. The
value of the Q and R matrices are chosen iteratively until the desired results are obtained for the specified suspension
parameters. The optimal value of K is obtained as,
K=
2874.1 -1580.2 10.322 -8.6344 50.71 -6203.3 131.89 464.65;
-73.878 -9.3193 2289.8 -1719.5 -469.11 602.98 186.62 -9475.9

4.2. Fuzzy Logic Control System

The fuzzy logic system provides an intuitive methodology to convert an imprecise input into precise inputs. There
are generally 3 stages involved in the fuzzy logic control system [1] [4] [9] [10] i.e. fuzzification, design of control rule
and defuzzification.
Fuzzification involves the conversion of real-number (crisp) input data to fuzzy data. The membership functions
(MF) which are used to fuzzify input and output data of suspension model are chosen at this stage. Next, the fuzzy
inference system is designed by providing the IF-THEN control rules. The defuzzification stage converts the controller
output from fuzzy values into real values.
For this paper, the input to the fuzzy control system is vehicle body acceleration and velocity. The control force is
the output of fuzzy logic control system which simulates the actuator force. The MF of the input and output variables
are distinguished into 3 variables i.e. Negative (N), Zero (Z) and Positive (P) and depicted in Fig.7,8 and 9 for the
input and output of control system. The trapezoidal MFs are proposed to produce a smoother control force because of
flatness at the head of the trapezoid [4]. The fuzzy rule set is generated using the engineering sense as,
(a) IF vehicle velocity is N AND acceleration is N, THEN control force is P.
Fig. 6 provides the detailed IF-THEN rules generated for the fuzzy controller.

Fig. 6. IF-THEN control rules for fuzzy control system Fig. 7. MF for variable at input - “velocity”
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Fig. 8. MF for variable at input - “acceleration” Fig. 9. MF for variable at output - “force”

4.3. PID Controller

The PID refers to the Proportional-Integral-Derivative controller and the most used feedback control design. The
control force, u(t) is generated as,
�
𝑢(𝑡) = 𝐾� 𝑒(𝑡) + 𝐾� ∫ 𝑒(𝑡). 𝑑𝑡 + 𝐾� 𝑒(𝑡) (22)
��
The PID control system output is acquired by tuning the 𝐾� , 𝐾� and 𝐾� parameters. The tracking error is
computed as,
𝑒(𝑡) = 𝑟(𝑡) − 𝑦(𝑡) (23)
where,
e(t) = Tracking error, y(t) = Actual Output, r(t) = Desired Output
The PID control system tracks the error and generates the optimal control force so as to reduce the error [8] [21].
The Proportional control reduces the rise time but it cannot eliminate the offset. The Integral control eliminates the
offset but might worsen the system transient response. The derivative control may improve the transient response but
can cause steady state error. Hence, the PID control is used in conjunction to enhance the system stability.
For this paper, the acceleration at vehicle body is used as system feedback to the controller and desired performance
is set as zero suspension deflection. The output control force is produced by the PID control system to obtain the
desired output. The PID controller is tuned for the optimal 𝐾� , 𝐾� and 𝐾� values by using the PID tuning tool based
on closed loop methodology. The toolbox linearizes the suspension plant model and suggests an initial values for
control parameters 𝐾� , 𝐾� and 𝐾� . The peak overshoot is further reduced by increasing the response time however it
also increases the settling time. The optimal gain parameters are chosen by setting up the desired settling time and
transient behavior of the system. Fig. 10 and 11 show the block diagram for PID controller implementation and tuned
response plot of controller for unit step input at front suspension. In this paper, the optimal PID gain values for the
specified plant model are obtained as 𝐾� = 10 , 𝐾� = 6772, 𝐾� = 10 and 𝐾� = 10 , 𝐾� = 2260, 𝐾� = 10 for front
and rear suspension respectively.

Fig. 10. Block diagram of PID controller implementation Fig. 11. Tuned response plot of PID controller for front suspension
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4.4. ANFIS Controller

ANFIS refers to the Adaptive Neuro Fuzzy Inference System controller. The ANFIS is a Fuzzy logic control system
integrated with Artificial Neural Network (ANN) whose membership functions (MF) and control rules are constructed
adaptively using Neuro-adaptive learning methods [5] [19]. The ANFIS is comprised of 5 layer architecture as shown
in Fig. 12. Each layer has a predefined specific function and all of these layers are used for ANFIS model development
[11]. For this paper, to obtain the input-output mapping, the parameters associated with the MF are updated based on
the input data set and hybrid learning methodology, which combines gradient descent and Recursive Least Square
Estimator (RLSE). During the forward propagation, the RLSE is calculated to obtain the consequent parameter at
layer 4. An error is generated by comparing the actual output with desired output and propagated back to layer 1. The
parameter premise of layer 1 is updated at same time using gradient descent method. This learning method ensures
the faster convergence rate by reducing the dimensional search space of back propagation [18]. One level of this hybrid
learning is called as epoch. The MATLAB toolbox “Neuro-Fuzzy Designer” is used to generate the ANFIS model.
Layer 1: This layer is comprised of the square node and adapts to functional parameter at input. Each node output
is the degree of membership value which is given by input of MF.
Layer 2: This layer is comprised of the circle node and determines the triggering strength of every rule by using
the multiplying operator. The result at output is obtained by multiplying the input signal and signal delivered to next
node.
Layer 3: This layer is comprised of the circle node that determines the triggering strength of rules to the sum of
triggering strength of all the rules. This results in a normalized triggering strength.
Layer 4: This layer is comprised of the square node which calculates the parameter function known as consequent
parameters.
Layer 5: This layer node calculates the sum of signals at input as output.
During training, the ANFIS constructs the Fuzzy IF-THEN rules and MFs by itself. The control rules are based on
Tagaki-Sugeno model as,
1. If a is C1 and b is D1, then g1 = d11a+d12b+d10
2. If a is C2 and b is D2, then g2 = d21a+d22b+d20
where, the C1, C2 and D1, D2 are the MFs of each input a and b. The g1 and g2 are output function. The d10, d11,
d12 and d20, d21, d22 are linear parameters of Tagaki-Sugeno Fuzzy model.
This paper is based on ANFIS model developed using the input “velocity” and output “control force” data which
is obtained from PID controller for the training and testing set. The 80% of data is used for training and 20% data is
used for the model validation. The trained model is validated against checking dataset to account for the over fitting
problem. Fig. 13 shows the trained ANFIS model with minimal error rate of 4.3369 and optimal number of epochs
are chosen as 150 to avoid over fitting.

Fig. 12. ANFIS architecture Fig. 13. ANFIS model training structure
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10 Puneet Gandhi/ Procedia Computer Science 00 (2017) 000–000

5. Simulation

The half car 4 DOF active suspension system model and control systems have been developed using MATLAB
simulink tool. Fig. 14 and 15 show the simulink model for suspension model with PID and ANFIS control system.

Fig. 14. Half car 4 DOF active suspension model using Fig. 15. Half car 4 DOF active suspension model using ANFIS
Proportional-Integral-Derivative controller controller

6. Results and Analysis

The performance of all the control algorithms has been analysed. Fig. 16 and Table 2 show the ‘peak overshoot’
'and ‘settling time’ at front body velocity of vehicle for a road input of speed bump. Fig. 17 and 18 show these results
for control system performance for ISO 8608 road profile as input. The ANFIS controller performs better than the
other control algorithm in terms of ‘peak overshoot’ and ‘settling time’ however ‘control force’ required is more. The
reduced value of “peak overshoot” will result in less sprung-mass travel and hence, the reduced vibrations felt by the
passenger. The less “settling time” will quickly suspend the oscillations induced in the car body which will ensure the
best comfort to the passenger.

Table 2. Performance at front body velocity of vehicle for speed bump

Peak Overshoot (metres) Settling Max. Front
Control Control
1st Peak 2nd Peak Time
System Force (N)
Value Time Value Time (seconds)
Passive 0.460 0.683 0.425 1.59 >20 -
LQR 0.468 0.683 0.276 1.55 10 1054
Fuzzy 0.417 0.683 0.228 1.56 9 771
PID 0.373 0.683 0.078 1.54 4.6 1463
ANFIS 0.369 0.675 0.061 1.54 4 1367
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Puneet Gandhi/ Procedia Computer Science 00 (2017) 000–000 11

Fig. 16. Control system performance at front body velocity of vehicle for speed bump as road input

Fig. 17. Control system performance at front body velocity of vehicle for ISO 8608 road profile as road input

Fig. 18. Macroscopic view of Fig. 17

7. Conclusion and future work

The results show that the performance of active suspension is better than the passive suspension in terms of comfort
and ride quality. Among the various controllers developed and tested with ISO 8608 random road profile, ANFIS
based controller provides the best performance in terms of ‘settling time’ and ‘peak over shoot’ compared with other
controllers. Further, in future, the non-linear suspension model of half car or full car active suspension model can be
analysed with these control algorithms.
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