IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO.

3, MARCH 2014 1041

Adaptive PID-Sliding-Mode Fault-Tolerant Control
Approach for Vehicle Suspension Systems
Subject to Actuator Faults
Morteza Moradi and Afef Fekih, Senior Member, IEEE
AbstractAdvanced fault-tolerant control schemes are re-
quired for ensuring efcient and reliable operation of complex
technological systems such as ground vehicles. A novel approach
to fault-tolerant control design is proposed for a full-scale vehicle
dynamic model with an active suspension system in the presence
of uncertainties and actuator faults. The proposed control scheme
uses a sliding-mode controller to generate the tracking signal to
the valve for each of the four wheel subsystems for mitigating three
degrees of freedom (3-DOF) heaverollpitch motion arising from
road undulations. For each of the electrohydraulic valvecylinder
pair in each subsystem, an adaptive proportional-integral-
derivative (PID) controller is proposed. Designing an adaptation
scheme for the PID gains to accommodate actuator faults is among
the main contributions of this work. The focus on actuator faults
is motivated by the fact that loss of actuator effectiveness is a
critical fault scenario in vehicle suspension systems and that the
probability of occurrence of faults in actuators is higher and more
severe when compared with other components. To analyze the
performance of the proposed approach, computer simulations are
carried out to illustrate control performance, robustness, and fault
tolerance. The performance of our approach is then compared
with that of the sliding-mode control (SMC) approach presented
by Chamseddine and Noura. Results clearly indicate the strength
of the adaptation scheme and its ability to mitigate fault effects in
a short time. Simplicity of the overall scheme and the stabilization
of the system under both faulty and fault-free conditions are the
main positive features of the proposed approach.
Index TermsAdaptive proportional-integral-derivative (PID)
control, fault-tolerant control, full-scale car suspension control,
sliding mode.
I. INTRODUCTION
T
HE PERFORMANCE of vehicle suspension systems is
typically rated by their ability to provide improved road
handling and passenger comfort. Passenger comfort in ground
vehicles depends on a combination of vertical and angular
motions. Conventional vehicle suspension systems typically
isolate road-induced vibrations through passive means such
as springs and dampers. In passive suspension systems, the
Manuscript received March 3, 2013; revised May 30, 2013 and July 30, 2013;
accepted September 1, 2013. Date of publication September 20, 2013; date of
current version March 14, 2014. This work was supported by the Louisiana
Board of Regents Support Fund under Contract LEQSF (2012-15)-RD-A-26.
The review of this paper was coordinated by Dr. A. Chatterjee.
The authors are with the Department of Electrical and Computer Engineer-
ing, University of Louisiana at Lafayette, Lafayette, LA 70503 USA (e-mail:
mortezamoradi64@gmail.com; afef.fekih@louisiana.edu).
Color versions of one or more of the gures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identier 10.1109/TVT.2013.2282956
massspringdamper elements are generally xed and are nor-
mally chosen based on the vehicles design requirements. The
mechanical springs and dampers are known to have the limi-
tations of vibration isolation and lack of ne attitude control
of the vehicle body [1]. Hence, in recent years, many research
efforts have been devoted to the design and control of active
suspension systems [2]. Despite their complexity, high cost,
and power requirements, active suspension systems can provide
more handling capability and ride quality than passive or semi-
active suspension systems [3]. However, suitable solutions are
needed to optimize their performance and provide closed-loop
stability in a full-scale car model to mitigate road disturbances
such as bumps and grade changes on the passengers ride
comfort.
Different controllers were proposed and tested on quarter-,
half-, and full-scale car models. Comprehensive information
about the application of optimal control design can be found in
[4]. A combination of neural networks and backstepping con-
trol for the estimation and control of a semiactive suspension
system was developed in [5][7]. Fuzzy systems are powerful
methods for either estimating the dynamics of a system or
controlling it. Hence, they were applied to different systems
such as active suspension systems [8][12]. A combination
of robust and adaptive controls to overcome uncertainties and
disturbances were studied in [13][15]. Due to the simplicity
and robustness of sliding-mode control (SMC), researchers
have developed control schemes based on this method for active
suspension systems [16][18].
Technical experience has indicated, however, that conven-
tional feedback control design for complex systems such as ac-
tive suspension systems for full-scale vehicle models results in
an unsatisfactory performance, or even instability, in the event
of malfunctions in actuators, sensors, or other system compo-
nents [19]. To circumvent such weaknesses, new approaches to
control system design have emerged with the purpose of tolerat-
ing component malfunctions while maintaining desirable stabil-
ity and performance properties. These types of control systems
are often known as fault-tolerant control systems (FTCSs).
FTCSs are control systems that possess the ability to accom-
modate component faults automatically. The main task to be
tackled in achieving fault tolerance is the design of a controller
with a suitable structure to guarantee stability and satisfactory
performance, not only when all components are operational but
also in the event that sensors, actuators, or other components
malfunction [19][23]. Ideally, in the presence of faults, the
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1042 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
closed-loop system should be capable of maintaining its safe
and reliable operation while preserving system stability [24].
In this paper, the nonlinear dynamics of a full-scale car model
are studied, and an adaptive FTCS is designed to accommodate
actuator faults. The focus on actuator faults is motivated by the
fact that loss of actuator effectiveness is a critical fault scenario
in vehicle suspension systems and the probability of occurrence
of faults in actuators is higher and more severe when compared
with other components. Natural wear and tear, unknown ex-
ternal catastrophic disturbances, parameter variations, system
degradation, and partial blockage are among the possible causes
of loss of actuator efciency. Thus, actuator faults deserve great
attention for safe and reliable operations of the vehicle. In our
approach, a general case is considered in which the electric part
of the actuator loses efciency, causing servo valve efciency
loss and nally leading to undesirable pressure in the piston.
Here, we adopt the dynamic model of the full vehicle presented
in [18].
Compared with the approaches presented in [18], [20], and
[24], the main contributions of this paper are as follows.
A more realistic full-scale vehicle dynamics model with an
active car suspension system that includes uncertainties,
parameter variations, and faults is considered.
Actuator faults are considered in our approach, and self-
tuning proportional-integral-derivative (PID) controllers
are proposed to ensure a smooth ride even in the presence
of faults.
The proposed control scheme uses a sliding-mode con-
troller to generate the tracking signal to the valve for
each of the four wheel subsystems for mitigating 3-DOF
heaverollpitch motion arising from road undulations.
For each of the electrohydraulic valvecylinder pair in
each subsystem, this approach employs an adaptive PID
controller.
An adaptation scheme is designed for the PID gains to
tackle actuator faults when they occur.
The controller is designed without the need for the spool
valve position suspension stroke or stroke rates. That is,
the proposed approach can be practically implemented
with a reduced number of sensors and their associated cost.
Furthermore, the control signal, which is produced using
the sliding-mode controller in the chassis, constitutes a de-
sired output for the second subsystem. However, to design the
adaptive PID controller, we need the derivation of the desired
signal. That is, a second-order sliding differentiator is applied
to approximate the derivation of the desired signal [25], [26].
The signicance of this work is that it provides a simple
and effective fault-tolerant scheme to handle loss of actuator
effectiveness in an uncertain and disturbed environment. The
proposed adaptation scheme for the PID gains to tackle actuator
faults is also a signicant contribution of this work.
The rest of this paper is organized as follows. The dynamic
of the system is provided in Section II. The design procedure
for the proposed fault-tolerant control adaptive PID controller
is detailed in Section III. A second-order sliding-mode differen-
tiator is proposed in Section IV to generate the time derivatives
of certain outputs and compute the sliding surface accordingly.
Fig. 1. Model of a vehicle suspension system [18].
Fig. 2. Actuator model [18].
Section V provides some computer simulation results under a
variety of actuator faults. Finally, some concluding remarks are
given in Section VI.
II. STATE-SPACE MODEL OF THE FULL-SCALE
VEHICLE DYNAMICS SYSTEM
The model of the full-scale vehicle model along with the ac-
tuators is shown in Figs. 1 and 2, respectively. Two subsystems
generating a state-space model with 22 states are considered.
The system dynamics can be written in state-space model
format as [10], [13], [18], [27], [30][33]
x =F(x) + Bu + Gd
y =Cx (1)
where F(x) = [f
1
(x), f
2
(x), . . . , f
22
(x)]
T
, B, G, and C repre-
sent the nonlinear state-space equations, the input matrix, the
road roughness matrix, and the output matrix, respectively. The
corresponding matrices are given in the Appendix. d = [z
ffr
,
z
ffl
, z
frr
, z
frl
]
T
represents the road disturbances exerted to
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1043
the four wheels. x
22
is the state vector dened as
x
1...4
= [z
ufr
, z
ufr
, A
fr
, z
vfr
], x
5...8
= [z
ufl
, z
ufl
, A
fl
, z
vfl
],
x
9...12
=[z
urr
, z
urr
, A
rr
, z
vrr
], x
13...16
=[z
ufr
, z
ufr
, A
fr
, z
vfr
],
x
17...22
= [z, z, ,

, , ],
where
x
1
= z
ufr
front-right unsprung mass height;
x
2
= z
ufr
front-right unsprung mass velocity;
x
3
= A
fr
front-right actuator load pressure;
x
4
= z
vfr
front-right spool valve position;
x
5
= z
ufl
front-left unsprung mass height;
x
6
= z
ufl
front-left unsprung mass velocity;
x
7
= A
fl
front-left actuator load pressure;
x
8
= z
vfl
front-left spool valve position;
x
9
= z
urr
rear-right unsprung mass height;
x
10
= z
urr
rear-right unsprung mass velocity;
x
11
= A
rr
rear-right actuator load pressure;
x
12
= z
vrr
rear-right spool valve position;
x
13
= z
url
rear-left unsprung mass height;
x
14
= z
url
rear-left unsprung mass velocity;
x
15
= A
rl
rear-left actuator load pressure;
x
16
= z
vrl
rear-left spool valve position;
x
17
= z heave position of the sprung mass;
x
18
= z heave velocity of the sprung mass;
x
19
= pitch angle of the sprung mass;
x
20
=

pitch angular velocity of the sprung mass;
x
21
= roll angle of the sprung mass;
x
22
= roll angular velocity of the sprung mass.
y =[x
3
, x
7
, x
11
, x
15
, x
17
, x
18
, x
19
, x
20
, x
21
, x
22
]
T
represents
the system output variables available from sensor measure-
ments. In Fig. 1, it is shown that there are two fundamental
parts in the system, i.e., the chassis and four other subsystems.
To design the controller, these parts are separately considered,
and two different controllers are formulated. For the chassis
system, there are three outputs, i.e., z, , and , and four
inputs, i.e., A
fr
, A
fl
, A
rr
, and A
rl
, which are dened as x
3
,
x
7
, x
11
, and x
15
in state-space form. Thus, functions f
17
, f
18
,
f
19
, f
20
, f
21
, and f
22
are employed (see the Appendix). For
the second part, we have four subsystems in which the desired
output of each subsystem is the output of the corresponding
previous controller, i.e., x
3
, x
7
, x
11
, and x
15
. The input signal
to each subsystem is implemented to the servo valve, as shown
in Fig. 2. Therefore, the input signal to the whole system is
dened by u = [u
fr
, u
fl
, u
rr
, u
rl
]
T
.
III. FAULT-TOLERANT CONTROL DESIGN
The purpose of the active suspension system is to elimi-
nate the harmful vibration caused by road irregularities and
nonboard excitation sources. However, the model contains un-
certainties, which are caused by the actuator faults, neglected
nonlinear effects, and uncertain components and parameters.
Thus, it is necessary to add uncertainties to the model dy-
namics when designing a robust controller for a more accurate
model. The proposed design methodology consists of two steps.
A sliding-mode controller is rst designed for the uncertain
chassis model. Then, an adaptive PID controller is designed to
tackle actuator faults when they occur. Details about the design
procedure for each controller are illustrated in the following
sections.
A. SMC Design
The chassis part of the full-scale vehicle model is described
by the following equations [18]:
x
17
=x
18
x
18
=f
f18
+ G
z
u
z
G
z
=
1
M
, u
z
= A
p
(x
3
+ x
7
+ x
11
+ x
15
)
x
19
=x
20
x
20
=f
f20
+ G

=
cos(x
19
)
I
yy
u

=A
p
[a(x
3
+ x
7
) b(x
11
+ x
15
)]
x
21
=x
22
x
22
=f
f22
+ G

=
cos(x
21
)
I
xx
, u

= A
p
[c(x
3
+ x
11
) + d(x
7
+ x
15
)] .
(2)
The controller is designed to ensure a suitable control effort
for u
z
, u

, and u

, respectively. Dene the output error as

follows:
E =
_
_
e
z
e

_
_
=
_
_
x
d17
x
17
x
d19
x
19
x
d21
x
21
_
_
(3)
where x
d17
, x
d19
, and x
d21
are the desired outputs for the
chassis part of the system based on (3). The sliding surface is
dened by [28]
S =
_
_
S
z
S

_
_
=

E + E (4)
where = diag([
z
,

]) are positive constants, and S

z
,
S

, and S

are the sliding surfaces for the heave position, roll,

and pitch motions, respectively. The derivation along (4) and
the incorporation of system uncertainties in model dynamics
(2) yield

S =

E +

E =
_
_
e
z
+
z
e
z
e

_
_
=
_
_
x
d17
f
f18
f
f18
G
z
u
z
G
z
u
z
+
z
e
z
x
d19
f
f20
f
f20
G

x
d21
f
f22
f
f22
G

_
_
(5)

S =
_
_

z
f
f18
G
z
u
z
G
z
u
z

f
f20
G

f
f22
G

_
_
(6)
1044 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
where
_
_

_
_
=
_
_
x
d17
f
f18
+
z
e
z
x
d19
f
f20
+

x
d21
f
f22
+

_
_
. (7)
The equivalent control is designed by imposing the dynamics
of the sliding surface

S = 0 in the absence of uncertainties in
the system dynamics. Therefore, from (6), we have
u
eq
=
_
_
u
eqz
u
eq
u
eq
_
_
=
_
_
G
1
z

z
G
1

G
1

_
_
(8)
where G
z
, G

, and G

are the input gains computed from (2).

The complete SMC is dened as follows:
_
_
u
z
u

_
_
=
_
_
u
eqz
+ G
1
z
u
sz
u
eq
+ G
1

u
s
u
eq
+ G
1

u
s
_
_
(9)
where u
sz
, u
s
, and u
s
will be designed at a later stage. It
is necessary to show that the proposed sliding-mode controller
stabilizes the chassis part of the system. Consider the following
Lyapunov function:
V =
1
2
S
2
z
+
1
2
S
2

+
1
2
S
2

(10)
which is dened on the basis of the three sliding surfaces.
Derivation along V results in

V = S
z

S
z
+ S

+ S

. (11)
Substituting (6) and (9) into (11), we have

V =S
z

z
S
z
f
f18
S
z
G
z
u
z
S
z
G
z
u
z
+ S

f
f20
S

+ S

f
f22
S

(12)

V =S
z
f
f18
S
z
u
sz
S
z
G
z
G
1
z

z
S
z
G
z
G
1
z
u
sz
S

f
f20
S

u
s
S

G
1

G
1

u
s
S

f
f22
S

u
s
S

G
1

G
1

u
s
.
(13)
Here, it is assumed that the upper bounds of the uncertainties
are known. Therefore, the following relations are fullled:
f
f18

18
, f
f20

20
, f
f22

22
G
z
G
1
z

z
< 1, G

G
1

< 1
G

G
1

< 1 (14)
where
18
,
20
,
22
,
z
,

, and

are positive designed

parameters that are chosen so that the given inequalities are
satised. Implementing (14) in (13), we have

V S
z

18
S
z
u
sz
+S
z

z
|
z
| +S
z

z
u
sz

+S

20
S

u
s
+S

| +S

u
s

+S

22
S

u
s
+S

| +S

u
s
.
(15)
Now, the sliding-mode controllers, i.e., u
sz
, u
s
, and u
s
, are
designed as follows:
u
sz
=

z
1
z
S
z
S
z

, u
s
=

u
s
=

. (16)
Substituting (16) into (15), we have

V S
z
(
18
+
z
|
z
|)

z
1
z
S
z
+S
z

z
1
z
+S

(
20
+

|)

+S

+S

(
22
+

|)

+S

(17)

V S
z
(
18
+
z
|
z
|
z
) +S

(
20
+

) +S

(
22
+

) .
(18)
If
z
,

, and

are chosen as follows:

z
=
18
+
z
|
z
|,

=
20
+

=
22
+

| (19)
then, from (18), (19) results, i.e.,

V 0. (20)
Therefore, the stability of the chassis subsystem is guaran-
teed using the proposed SMC strategy. However, the chattering
phenomenon is one of the actual problems in modern SMC
theory [29]. That is, in the chattering phase of SMC, the control
action is highly discontinuous and needs innite frequency.
This performance is not desirable and applicable for most
systems due to the wear and tear that would occur to the me-
chanical components and the actuators. To prevent chattering,
control signal (16) is modied, in practice, as follows:
u
sz
=

z
1
z
S
z
S
z
+
z
, u
s
=

u
s
=

(21)
where
z
,

, and

are arbitrary small positive constants. Now,

we need to compute the values of state variables x
3
, x
7
, x
11
,
and x
15
. From (2), it is clear that
_
_
u
z
u

_
_
=A
p
_
_
1 1 1 1
a a b b
c d c d
_
_
_

_
x
3
x
7
x
11
x
15
_

_
=A
p
W
_

_
x
3
x
7
x
11
x
15
_

_,
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1045
TABLE I
DEFINITION AND VALUES OF THE PARAMETERS
W =
_
_
1 1 1 1
a a b b
c d c d
_
_
(22)

_
x
3
x
7
x
11
x
15
_

_ =A
1
p
W
+
_
_
u
z
u

_
_
(23)
where W
+
= W
T
(WW
T
)
1
is the pseudo-inverse of matrix
W. a, b, c, d, and A
p
are dened in Table I. The states in
(23) are considered the desired outputs for the four subsys-
tems, as detailed in the following section. Therefore, we dene
[x
3
, x
7
, x
11
, x
15
] = [x
3d
, x
7d
, x
11d
, x
15d
]. The second part in
the controller design will focus on the development of an
adaptive PID controller for the systems with uncertainties and
actuator faults.
B. Fault-Tolerant Adaptive PID Controller
Here, we have four dynamic subsystems that model the
wheel and its relation to the chassis part of the system. The
following equations are employed to design controllers for
the four subsystems:
x
3
= x
3
+ f
f3
(x)x
4
+
3
f
f3
(x) =sign (p
s
sign(x
4
)x
3
)
_
|p
s
sign(x
4
)x
3
|

3
= S(x
18
+ ax
20
cos(x
19
) cx
22
cos(x
21
) x
2
)
x
4
= x
4
/ + u
fr
/
x
7
= x
7
+ f
f7
(x)x
8
+
7
f
f7
(x) =sign (p
s
sign(x
8
)x
7
)
_
|p
s
sign(x
8
)x
7
|

7
= S [x
18
+ ax
20
cos(x
19
) + dx
22
cos(x
21
) x
6
]
x
8
= x
8
/ + u
fl
/
x
11
= x
11
+ f
f11
(x)x
12
+
11
f
f11
(x) =sign (p
s
sign(x
12
)x
11
)
_
|p
s
sign(x
12
)x
11
|

11
= S(x
18
bx
20
cos(x
19
) cx
22
cos(x
21
) x
10
)
x
12
= x
12
/ + u
rr
/
x
15
= x
15
+ f
f15
(x)x
16
+
15
f
f15
(x) =sign (p
s
sign(x
16
)x
15
)
_
|p
s
sign(x
16
)x
15
|

15
= S [x
18
bx
20
cos(x
19
) + dx
22
cos(x
21
) x
14
]
x
16
= x
16
/ + u
rl
/. (24)
Motivated by the fact that loss of actuator effectiveness is
a critical fault scenario in vehicle suspension systems and that
the probability of occurrence of faults in actuators is higher and
more severe when compared with other components, we design
in this section an adaptive PID controller to accommodate ac-
tuator faults. That is, loss of actuator efciency is considered in
the design stage. Note that actuators can lose their effectiveness
either partially or completely. The controller is designed to
follow the desired state variables [x
3d
, x
7d
, x
11d
, x
15d
] without
using state variables [x
4
, x
8
, x
12
, x
16
]. Therefore, we do not
need further sensors to measure [x
4
, x
8
, x
12
, x
16
]. Thus, the
new variables are [z
1fr
, z
2fr
, z
1fl
, z
2fl
, z
1rr
, z
2rr
, z
1rl
, z
2rl
] =
[x
3
, x
3
, x
7
, x
7
, x
11
, x
11
, x
15
, x
15
]. Equation (24) is rewritten as
follows:
z
1fr
=z
2fr
z
2fr
=F
fr
+ u
fr
/
F
fr
= z
2fr
+

f
f3
(x)x
4
f
f3
(x)x
4
/ +

3
u
fr
=f
f3
(x)u
fr
z
1fl
=z
2fl
z
2fl
=F
fl
+ u
fl
/
F
fl
= z
2fl
+

f
f7
(x)x
8
f
f7
(x)x
8
/ +

7
u
fl
=f
f7
(x)u
fl
z
1rr
=z
2rr
z
2rr
=F
rr
+ u
rr
/
F
rr
= z
2rr
+

f
f11
(x)x
12
f
f11
(x)x
12
/ +

11
u
rr
=f
f11
(x)u
rr
z
1rl
=z
2rl
z
2rl
=F
rl
+ u
rl
/
F
rl
= z
2rl
+

f
f15
(x)x
16
f
f15
(x)x
16
/ +

15
u
rl
=f
f15
(x)u
rl
. (25)
The following two important issues are considered in the
controller design: 1) We do not have information about the
dynamic of system (25) because in (25), we need the derivation
of the signum function and the road disturbance prole; and
2) the derivation of the tracking error in the output of each
system for the design of the controller is needed. Because
we only have [x
3d
, x
7d
, x
11d
, x
15d
], we need to compute the
derivative of the desired signal. Two kinds of differentiators can
be used, i.e., linear differentiator and higher order sliding-mode
1046 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
differentiator. The desired signal is the output of the sliding-
mode controller, which means that there exist fast variations in
the signal. It was proved that the sliding-mode differentiator,
unlike the linear differentiator, not only can handle these vari-
ations but also is robust against disturbances [26]. Therefore,
in this paper, a second-order sliding differentiator is employed
to compute [ x
3d
, x
7d
, x
11d
, x
15d
]. The computation method is
presented in the following section.
To mitigate road disturbances and track the desired signal
by the four suspension systems, an adaptive PID controller is
proposed to control the electrohydraulic actuators. If the linear
dynamic of the system is available, there is no uncertainty in
the parameters, and no faults occur in the actuators. Then,
a xed-gain PID controller can be designed to stabilize the
closed-loop system and provide suitable tracking in the output
of the suspension system. The PID controller is dened as
follows:
u
j
= k
1j
e
j
+ k
2j
t
_
0
e
j
dt + k
3j
de
j
dt
, j = fr, fl, rr, rl
(26)
where k
1j
, k
2j
, and k
3j
are PID gains. However, in the real
world, there are uncertainties and faults in the system that
should be properly taken care of when the controller is de-
signed. If we substitute (26) into (25) accompanied with the
actuator faults, this results in
_

_
z
1fr
z
2fr
z
1fl
z
2fl
_

_
=
_

_
z
2fr
F
fr
+
fr
_
k
1fr
e
fr
+ k
2fr
t
_
0
e
fr
dt + k
3fr
de
fr
dt
_
/
z
2fl
F
fl
+
fl
_
k
1fl
e
fl
+ k
2fl
t
_
0
e
fl
dt + k
3fl
de
fl
dt
_
/
_

_
_

_
z
1rr
z
2rr
z
1rl
z
2rl
_

_
=
_

_
z
2rr
F
rr
+
rr
_
k
1rr
e
rr
+ k
2rr
t
_
0
e
rr
dt + k
3rr
de
rr
dt
_
/
z
2rl
F
rl
+
rl
_
k
1rl
e
rl
+ k
2rl
t
_
0
e
rl
dt + k
3rl
de
rl
dt
_
/
_

_
(27)
where
fr
,
fl
,
rr
, and
rl
are the actuator efciency factors
dened as 0
i
(t) < 1 in the event of loss of actuator effec-
tiveness in the ith actuator and
i
(t) = 1 when the ith actuator
is fault free. To enhance the performance of the PID controller
against faults and uncertainties, at rst, the fault is inserted
into the coefcient of the controller, and this results in new
coefcients that are unknown. Then, an adaptive method is used
to tune the coefcients of the PID controller. Therefore, (27) is
rewritten as follows:
[ z
1fr
, z
2fr
, z
1fl
, z
2fl
, z
1rr
, z
2rr
, z
1rl
, z
2rl
]
T
=
_

_
z
2fr
F
fr
+
_
k
pfr
e
fr
+ k
Ifr
t
_
0
e
fr
dt + k
dfr
de
fr
dt
_
/
z
2fl
F
fl
+
_
k
pfl
e
fl
+ k
Ifl
t
_
0
e
fl
dt + k
dfl
de
fl
dt
_
/
z
2rr
F
rr
+
_
k
prr
e
rr
+ k
Irr
t
_
0
e
rr
dt + k
drr
de
rr
dt
_
/
z
2rl
F
rl
+
_
k
prl
e
rl
+ k
Irl
t
_
0
e
rl
dt + k
drl
de
rl
dt
_
/
_

_
=
_

_
z
2fr
F
fr
+
T
fr

fr
/
z
2fl
F
fl
+
T
fl

fl
/
z
2rr
F
rr
+
T
rr

rr
/
z
2rl
F
rl
+
T
rl

rl
/
_

_
(28)
where
k
pfr
=
fr
k
1fr
, k
Ifr
=
fr
k
2fr
, k
dfr
=
fr
k
3fr
k
pfl
=
fl
k
1fl
, k
Ifl
=
fl
k
2fl
, k
dfl
=
fl
k
3fl
k
prr
=
rr
k
1rr
, k
Irr
=
rr
k
2rr
, k
drr
=
rr
k
3rr
k
prl
=
rl
k
1rl
, k
Irl
=
rl
k
2rl
, k
drl
=
rl
k
3rl
(29)
are unknown gains tuned using an adaptive method and

fr
= [k
pfr
, k
Ifr
, k
dfr
]
T
,
fr
=
_
_
e
fr
,
t
_
0
e
fr
dt,
de
fr
dt
_
_
T

fl
=[k
pfl
, k
Ifl
, k
dfl
]
T
,
fl
=
_
_
e
fl
,
t
_
0
e
fl
dt,
de
fl
dt
_
_
T

rr
=[k
prr
, k
Irr
, k
drr
]
T
,
rr
=
_
_
e
rr
,
t
_
0
e
rr
dt,
de
rr
dt
_
_
T

rl
=[k
prl
, k
Irl
, k
drl
]
T
,
rl
=
_
_
e
rl
,
t
_
0
e
rl
dt,
de
rl
dt
_
_
T
.
(30)
The error vector is dened as follows:
E =
_

_
e
fr
e
fl
e
rr
e
rl
_

_ =
_

_
z
1fr
x
3d
z
1fl
x
7d
z
1rr
x
11d
z
1rl
x
15d
_

_. (31)
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1047
The sliding surface is dened by
S =
_

_
S
fr
S
fl
S
rr
S
rl
_

_
=

E + E =
_

_
e
fr
+
fr
e
fr
e
fl
+
fl
e
fl
e
rr
+
rr
e
rr
e
rl
+
rl
e
rl
_

_
. (32)
Derivation long (32) gives

S =
_

_
F
fr
+
T
fr

fr
/ x
3d
+
fr
e
fr
F
fl
+
T
fl

fl
/ x
7d
+
fl
e
fl
F
rr
+
T
rr

rr
/ x
11d
+
rr
e
rr
F
rl
+
T
rl

rl
/ x
15d
+
rl
e
rl
_

_
. (33)
It is assumed that there exists (x) > 0 for desired values of
the gains [

fr
,

fl
,

rr
,

rl
] that gives

S = (x)S, which
yields S

S 0. Thus, if we use the desired values of the gains
in (33), we have
(x)S =
_

_
F
fr
+
T
fr

fr
/ x
3d
+
fr
e
fr
F
fl
+
T
fl

fl
/ x
7d
+
fl
e
fl
F
rr
+
T
rr

rr
/ x
11d
+
rr
e
rr
F
rl
+
T
rl

rl
/ x
15d
+
rl
e
rl
_

_
. (34)
Subtracting (34) in (33) yields

S + (x)S =
_

_
_

fr

fr
_
T

fr
_

fl

fl
_
T

fl
(
rr

rr
)
T

rr
_

fl

fl
_
T

fl
_

_
=
_

T
fr

fr

T
fl

fl

T
rr

rr

T
rl

rl
_

_
. (35)
To design the adaptive rules and prove the stability of the
closed-loop system, the following Lyapunov function is con-
sidered:
V =
1
2
S
T
S +
1
2

T
fr

1
fr

fr
+
1
2

T
fl

1
fl

fl
+
1
2

T
rr

1
rr

rr
+
1
2

T
rl

1
rl

rl
(36)
where
i
= diag([
pi
,
Ii
,
di
]), i = fr, fl, rr, rl are positive
constants chosen by the designer for the system under consid-
eration. Derivation along the Lyapunov function gives

V = S
T

S +

T
fr

1
fr

fr
+

T
fl

1
fl

fl
+

T
rr

1
rr

rr
+

T
rl

1
rl

rl
. (37)
Substituting (35) into (37) yields

V = S
T
(x)S + S
fr

T
fr

fr
+ S
fl

T
fl

fl
+ S
rr

T
rr

rr
+ S
rl

T
rl

rl
+

T
fr

1
fr

fr
+

T
fl

1
fl

fl
+

T
rr

1
rr

rr
+

T
rl

1
rl

rl
(38)

T
fr

1
fr
(
fr
S
fr

fr
+

fr
) +

T
fl

1
fl
(
fl
S
fl

fl
+

fl
) +

T
rr

1
rr
(
rr
S
rr

rr
+

rr
)
+

T
rl

1
rl
(
rl
S
rl

rl
+

rl
). (39)
Using the following adaptive rules:

fr
=
fr
S
fr

fr

fl
=
fl
S
fl

fl

rr
=
rr
S
rr

rr

rl
=
rl
S
rl

rl
(40)
and substituting into (39) results in

V 0. (41)
To achieve u
fr
, u
fl
, u
rr
, and u
rl
, we have
_

_
u
fr
u
fl
u
rr
u
rl
_

_
=
_

_
u
fr
/f
f3
(x)
u
fl
/f
f7
(x)
u
rr
/f
f11
(x)
u
rl
/f
f15
(x)
_

_
. (42)
However, because x
4
, x
18
, x
12
, and x
16
are not available
from measurements, we do not have information about f
f3
(x),
f
f7
(x), f
f11
(x), and f
f15
(x). To overcome this problem, inn-
ity norms of these functions are used, resulting in

_
u
fr
u
fl
u
rr
u
rl
_

_
=
_

_
u
fr
/ f
f3
(x)
u
fl
/ f
f7
(x)
u
rr
/ f
f11
(x)
u
rl
/ f
f15
(x)
_

_
. (43)
IV. SECOND-ORDER DIFFERENTIATOR
To be able to implement the sliding surface as dened in (32),
it is necessary to compute

E. This requires having information
about [ x
3d
, x
7d
, x
11d
, x
15d
]. Note that [x
3d
, x
7d
, x
11d
, x
15d
] are
obtained from (23); however, the equation does not provide
any information about the derivations of these variables. There-
fore, a second-order differentiator [25] is herein considered
to generate [ x
3d
, x
7d
, x
11d
, x
15d
]. The method is illustrated as
follows:
Let

x
id_0
=
0

0
=
0
| x
id_0
x
id
|
2
3
sign( x
id_0
x
id
) + w
0
+ x
id_1
w
0
=
0
| x
id_0
x
id
|
1
3
sign( x
id_0
x
id
)

x
id_1
=
1

1
=
1
| x
id_1

0
|
1
2
sign( x
id_1

0
) + w
1
w
1
=
1
sign( x
id_1

0
) (44)
where i = 3, 7, 11, and 15; then, the variable derivations are
obtained as follows:
[ x
3d
, x
7d
, x
11d
, x
15d
] = [ x
3d_1
, x
7d_1
x
11d_1
, x
15d_1
]. (45)
1048 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
Fig. 3. Block diagram of the sliding-mode differentiator.
The block diagram of the sliding-mode differentiator is
shown in Fig. 3. Note the availability of two outputs: x
id_0
,
the estimation of the real signal, and x
id_1
, the derivative of
the signal. New derivatives are then employed to compute the
sliding surface according to (32). The block diagram of the
overall adaptive PID-sliding-mode controller (APID-SMC) is
shown in Fig. 4. At rst, the heave, pitch, and roll and their
corresponding rates of change in the chassis are measured and
transmitted to the SMC controller. Then, the output of the SMC
controller and its derivatives are compared with the actuator
pressure and the rate of pressure variations. These errors along
with the actuator effectiveness factors are employed in the
APID controller to produce suitable input signals.
V. COMPUTER EXPERIMENTS
Here, the 7-DOF full-scale car model, as detailed in the
Appendix, is simulated, and the results are compared with
the SMC method proposed in [18]. In our case, the APID-
SMC is considered. The systems parameters and variables
considered in the simulation part are given in Table I [18] for the
suspension system and in Table II for the proposed controller.
Here, we adopt the road disturbance model considered in [12]
and [18]. For front right and front left, we have
z
ffr
(t)=0.01 sin(2t) + 0.005 sin(10t) + 0.02 sin(0.2t)
z
ffl
(t)=0.015 sin(2t)+0.009 sin(11t) + 0.02 sin(0.2t).
Since it is assumed that the car is moving forward with a con-
stant speed, i.e., v
c
= 22 m/s, the delay time can be computed
for exerting the disturbances to the rear wheels. The time delay
is
c
= (a + b)/v
c
. As a result, we have z
frr
= z
ffr
(t ),
z
frl
= z
ffl
(t ). The time step considered in the simulation
setting is 10
4
s. The simulation is performed in three parts as
follows.
A. Performance of the Closed-Loop System Under
Nominal Conditions
Here, the dynamic responses of the closed-loop system with
the proposed APID-SMC is presented and compared with that
of the SMC presented in [18] as well as the response of the
open-loop system. The responses of the nominal system to the
controllers are shown in Figs. 57. Note that the heave and
pitch responses in both SMC and APID-SMC have smaller am-
plitudes compared with the response of the open-loop system.
In addition, the proposed method resulted in better dynamic
response compared with the SMC. In Fig. 7, it can be observed
that the roll angle response amplitude with the SMC is approx-
imately the same as that with the proposed APID-SMC. The
performances of both controllers are shown in Fig. 8. Note
that the APID-SMC has smooth variations, whereas the SMC
controller exerts intense variations in some instances, which are
not dynamically acceptable in practice.
B. Response of the Closed-Loop System in the Presence of
Parameter Uncertainties
The second part is devoted to the performance analysis of
the controller under both nominal and uncertain conditions.
To examine the performance of the APID-SMC against the
uncertainty in the model, both the uncertain model and the
nominal model were simulated, and the responses were given
in Figs. 911, respectively. To generate an uncertain model,
20% uncertainty, except for tire stiffness, was added to all the
parameters in Table I. This uncertainty comes from different
additional weight from load and passengers, wear and tear
in mechanical parts, measurement errors, etc. Since tire stiff-
ness is much larger than the other parameters, dening 20%
uncertainty for tire stiffness results in a performance that is
dominated by this, and we cannot consider the performance
of the controller for other parameter uncertainties. To prevent
this, 1% uncertainty is added to tire stiffness. The uncertainty
was generated using a uniformly distributed random function.
The responses in Figs. 911 show that the controller can
handle uncertainties and provide a suitable performance in the
presence of parameter variations. Stability of the closed-loop
system in the presence of uncertainties conrms that the system
is indeed robust against undesirable variations in the system
parameters. Hereafter, the simulations are carried out for the
uncertain model, and in each simulation, random uncertainty is
added, which means that the model of the system after Fig. 11
in the following simulations changes in each gure. The reason
for using different uncertain models is to accommodate the
uncertain nature of fault occurrence in real world.
C. Response of the Closed-Loop System in the Presence of
Uncertainties and Actuator Faults
Finally, here, the effect of different faults on the performance
of the controller is analyzed. To add faults to the actuators,
at rst, we consider a situation where one of the actuators
receives zero control signal. The heave responses of the system
for four cases are demonstrated in Fig. 12. The expressions
fault-fr, fault-, fault-rr, and fault-rl mean that there is a zero
input signal in the front-right, front-left, rear-right, and rear-left
actuators, respectively. Fig. 12 shows that the heave variations
with respect to the fault in actuators for all cases are nearly the
same. However, in general, the rear responses exert a little more
uctuations than the front responses. The responses of the pitch
and roll are shown in Figs. 13 and 14, respectively.
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1049
Fig. 4. Block diagram of the proposed APID-SMC approach.
TABLE II
CONTROLLERS AND DIFFERENTIATOR PARAMETERS VALUE
Fig. 5. Heave variations for no control, SMC, and APID-SMC.
Fig. 6. Pitch response of the system for no control, SMC, and APID-SMC.
Note that the response of the system when faults occur in the
front-right or front-left actuator has small amplitudes. However,
when a fault occurs in the rear-right or rear-left actuator, the
range of the response increases.
The reason is that, since the car is moving forward, the rear
actuator has more effects on the car body to prevent the bounc-
Fig. 7. Roll response of the system for no control, SMC, and APID-SMC.
Fig. 8. Input signals in four actuators for APID-SMC and SMC.
ing. When one of the rear actuators encounters a fault, the
performance of the closed-loop system decreases. Therefore,
the response shows that the rear actuators have signicant
impact on the performance of the system and should be handled
with more care in practice. Finally, we simulate the system in
1050 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
Fig. 9. Heave variations for the nominal system and the uncertain system.
Fig. 10. Pitch variations for the nominal system and the uncertain system.
Fig. 11. Roll variations for the nominal system and the uncertain system.
Fig. 12. Heave responses of the system when one of the actuators is faulty
and receives a zero input signal.
the presence of different and synchronous faults in the four
actuators. The considered faults are dened as follows:

fr
=
_

_
1, t < 1
0.9t + 1.9, 1 t < 2
0.9t 1.7, 2 t < 3
1, 3 t < 4
1, 4 t
Fig. 13. Pitch responses of the system when one of the actuators is faulty and
receives a zero input signal.
Fig. 14. Roll responses of the system when one of the actuators is faulty and
receives a zero input signal.

fl
=
_

_
1, t < 1
t + 2, 1 t < 2
0, 2 t < 3
1, 3 t < 4
1, 4 t

rr
=
_

_
1, t < 1
1, 1 t < 2
0.5t + 2, 2 t < 3
0.5t 1, 3 t < 4
1, 4 t

rl
=
_

_
1, t < 1
1, 1 t < 2
0, 2 t < 3
0, 3 t < 4
1, 4 t.
The responses of the uncertain system are compared with the
responses of the nominal system without faults and shown in
Figs. 1517, respectively. Note that, initially, the response of
the uncertain system is worse than that of the nominal system.
However, it is clear that the adaptive controller is capable of
mitigating uctuation and handling faults and uncertainties. In
Fig. 15, after 4 s, the response of the uncertain system with
faults is very close to that of the nominal system. In Fig. 16,
we noticed that it takes 5 s for the pitch response to recover,
whereas the roll response of the uncertain system recovers only
after 3 s, as shown in Fig. 17. This is due to time needed by
the APID-SMC to tune the PID gains and mitigate the effect of
the faults and uncertainties and ensure good dynamic response.
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1051
Fig. 15. Heave response of the nominal system without faults and uncertain
system with synchronous.
Fig. 16. Pitch response of the nominal system without faults and uncertain
system with synchronous faults.
Fig. 17. Roll response of the nominal system without faults and uncertain
system with synchronous faults.
Therefore, variations in gains can result in better response as it
happens in Fig 17.
Generally, it is obvious that in all cases, the proposed method
can handle the uncertainties and faults in the actuators and
provide safe performance and smooth variations with small
amplitudes.
D. Frequency Response of the System
To analyze the performance of the proposed method and
the nominal system in different frequencies, the frequency
responses of the heave, pitch, and roll accelerations and dis-
placements are presented in Figs. 18 and 19. From the given
gures, we can note that the frequency responses of the dis-
placement show that the proposed method has a suitable per-
formance in both low and high frequency. For the frequency
responses of the acceleration, we noticed better response in
low frequency; however, in some high frequencies, the pro-
posed method showed higher magnitude than the uncontrolled
system.
Fig. 18. Frequency response of acceleration in heave, pitch, and roll.
Fig. 19. Frequency response of displacement in heave, pitch, and roll.
VI. CONCLUSION
In this paper, an adaptive PID-sliding-mode-based fault-
tolerant control approach was designed to handle the uncertain-
ties and actuator faults in a full-scale car suspension system.
For the chassis, a robust sliding-mode controller was employed
to handle system uncertainties, whereas for the other parts, an
adaptive PID controller was developed to circumvent actuator
faults. The main advantage of using an adaptive method is its
ability to tune itself to overcome different variations in the
model parameters and changing actuator dynamics. The PID
controller was designed without the need to measure the spool
valve position, thus resulting in a fewer number of sensors.
Based on our simulation results, the proposed approach outper-
formed the method proposed in [18]. Designing an adaptation
scheme for the PID gains to accommodate actuator faults is
among the main contributions of this work. Further, simplicity
of the overall scheme and the stabilization of the system under
both faulty and fault-free conditions are the main positive
1052 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
features of the proposed approach. The following two issues
will be the focus of our future research directions: 1) using
observers to estimate the states, 2) and studying the effect of
the rear suspension system on the overall performance of the
system.
APPENDIX
The dynamic of the car in each subsystem is described.
Front right
f
1
(x) =x
2
f
2
(x) = [(k
sfr
+ k
ufr
)x
1
+ k
sfr
x
17
+ ak
sfr
sin(x
19
)
ck
sfr
sin(x
21
) c
sfr
x
2
+ c
sfr
x
18
+ ac
sfr
cos(x
19
)x
20
cc
sfr
cos(x
21
)x
22
Sx
3
] /m
ufr
f
3
(x) = x
3
S
[x
18
+ ax
20
cos(x
19
) cx
22
cos(x
21
) x
2
]
+ sign (p
s
sign(x
4
)x
3
)
_
|p
s
sign(x
4
)x
3
|x
4
f
4
(x) = x
4
/.
Front left
f
5
(x) =x
6
f
6
(x) = [(k
sfl
+ k
ufl
)x
5
+ k
sfl
x
17
+ ak
sfl
sin(x
19
)
+ dk
sfl
sin(x
21
) c
sfl
x
6
+ c
sfl
x
18
+ ac
sfl
cos(x
19
)x
20
+dc
sfl
cos(x
21
)x
22
Sx
7
] /m
ufl
f
7
(x) = x
7
S
[x
18
+ ax
20
cos(x
19
) + dx
22
cos(x
21
) x
6
]
+ sign (p
s
sign(x
8
)x
7
)
_
|p
s
sign(x
8
)x
7
|x
8
f
8
(x) = x
8
/.
Rear right
f
9
(x) =x
10
f
10
(x) = [(k
srr
+ k
urr
)x
9
+ k
srr
x
17
bk
srr
sin(x
19
)
ck
srr
sin(x
21
) c
srr
x
10
+ c
srr
x
18
bc
srr
cos(x
19
)x
20
cc
srr
cos(x
21
)x
22
Sx
11
] /m
urr
f
11
(x) = x
11
S
[x
18
bx
20
cos(x
19
) cx
22
cos(x
21
) x
10
]
+ sign (p
s
sign(x
12
)x
11
)

_
|p
s
sign(x
12
)x
11
|x
12
f
12
= x
12
/.
Rear left
f
13
(x) =x
14
f
14
(x) = [(k
srl
+ k
url
)x
13
+ k
srl
x
17
bk
srl
sin(x
19
)
+ dk
srl
sin(x
21
) c
srl
x
14
+ c
srl
x
18
bc
srl
cos(x
19
)x
20
+dc
srl
cos(x
21
)x
22
Sx
15
] /m
url
f
15
(x) = x
15
S
[x
18
bx
20
cos(x
19
) + dx
22
cos(x
21
) x
14
]
+ sign (p
s
sign(x
16
)x
15
)

_
|p
s
sign(x
16
)x
15
|x
16
f
16
(x) = x
16
/.
Chassis subsystem
f
17
(x) =x
18
f
18
(x) =f
f18
+ S(x
3
+ x
7
+ x
11
+ x
15
)/M
f
f18
= {k
sfr
x
1
+ k
sfl
x
5
+ k
srr
x
9
+ k
srl
x
13
(k
sfr
+ k
sfl
+ k
srr
+ k
srl
)x
17
[a(k
sfr
+ k
sfl
) b(k
srr
+ k
srl
)] sin(x
19
)
[d(k
sfl
+ k
srl
) c(k
sfr
+ k
srr
)] sin(x
21
)
+ c
sfr
x
2
+ c
sfl
x
6
+ c
srr
x
10
+ c
srl
x
14
(c
sfr
+ c
sfl
+ c
srr
+ c
srl
)x
18
[a(c
sfr
+ c
sfl
) b(c
srr
+ c
srl
)] cos(x
19
)x
20
[d(c
sfl
+ c
srl
) c(c
sfr
+ c
srr
)]
cos(x
21
)x
22
} /M
f
19
(x) =x
20
f
20
(x)=f
f20
+cos(x
19
)S [a(x
3
+x
7
)b(x
11
+ x
15
)] /I
yy
f
f20
=cos(x
19
)
{ak
sfr
x
1
+ ak
sfl
x
5
bk
srr
x
9
bk
srl
x
13
[a(k
sfr
+ k
sfl
) b(k
srr
+ k
srl
)] x
17

_
a
2
(k
sfr
+ k
sfl
) + b
2
(k
srr
+ k
srl
)

sin(x
19
)
[d(ak
sfl
bk
srl
)c(ak
sfr
bk
srr
)] sin(x
21
)
+ ac
sfr
x
2
+ ac
sfl
x
6
bc
srr
x
10
bc
srl
x
14
[a(c
sfr
+ c
sfl
) b(c
srr
+ c
srl
)] x
18

_
a
2
(c
sfr
+c
sfl
)+b
2
(c
srr
+c
srl
)

cos(x
19
)x
20
[d(ac
sfl
bc
srl
) c(ac
sfr
bc
srr
)]
cos(x
21
)x
22
} /I
yy
f
21
(x)=x
22
f
22
(x) =f
f22
+ cos(x
21
)
S [c(x
3
+x
11
) + d(x
7
+ x
15
)] /I
xx
MORADI AND FEKIH: PID-SLIDING-MODE FAULT-TOLERANT CONTROL APPROACH FOR SUSPENSION SYSTEMS 1053
f
f22
=cos(x
21
)
{ck
sfr
x
1
+ dk
sfl
x
5
ck
srr
x
9
+ dk
srl
x
13
[d(k
sfl
+ k
srl
) c(k
sfr
+ k
srr
)] x
17
[d(ak
sfl
bk
srl
)c(ak
sfr
bk
srr
)] sin(x
19
)

_
d
2
(k
sfl
+k
srl
)+c
2
(k
sfr
+k
srr
)

sin(x
21
)
cac
sfr
+ dc
sfl
x
14
[d(c
sfl
+ c
srl
) c(c
sfr
+ c
srr
)] x
18
[d(ac
sfl
bc
srl
) c(ac
sfr
bc
srr
)]
cos(x
19
)x
20

_
d
2
(c
sfl
+ c
srl
) + c
2
(c
sfr
+ c
srr
)

cos(x
21
)x
22
} /I
xx
.
Input and disturbance matrices
B =
_

_
0
34
1/ 0 0 0
0
34
0 1/ 0 0
0
34
0 0 1/ 0
0
34
0 0 0 1/
_

_
G =
_

_
0
14
k
ufr
/
ufr
0 0 0
0
34
0 k
ufl
/m
ufl
0 0
0
34
0 0 k
urr
/m
urr
0
0
34
0 0 0 k
url
/m
url
0
84
_

_
.
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1054 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 63, NO. 3, MARCH 2014
Morteza Moradi received the B.Sc. degree from the
University of Guilan, Rasht, Iran, in 2007 and the
M.Sc. degree from Islamic Azad University, South
Tehran Branch, Iran, in 2009.
He was with Islamic Azad University, Noshahr
Branch, fullling and leading different researches in
power and control systems. He is currently with the
Department of Electrical and Computer Engineer-
ing, University of Louisiana at Lafayette, Lafayette,
LA, USA. His research interests generally include
robotics and navigation, spacecraft dynamics and
control, unmanned aerial vehicles, autonomous underwater vehicles, power
system analysis and control, and automotives and, particularly, control systems,
fuzzy neural networks, fault-tolerant control, and any novel and intelligent
method that can be useful in optimizing performance of systems.
Mr. Moradi was a Reviewer for the Journal of the Franklin Institute, the
Journal of Aerospace Engineering, the International Journal of Adaptive Con-
trol and Signal Processing, Advances in Space Research, and the International
Journal of Non-Linear Mechanics.
Afef Fekih (SM07) received the B.S., M.S., and
Ph.D. degrees from the National Engineering School
of Tunis, Tunisia, in 1995, 1998, and 2002, respec-
tively, all in electrical engineering.
Since 2004, she has been a faculty member with
the University of Louisiana at Lafayette, Lafayette,
LA, USA, where she is currently an Associate
Professor with the Department of Electrical and
Computer Engineering and the Chevron/BORSF
Professor of Engineering. Her research interests in-
clude control theory and applications, including non-
linear and robust control, optimal control, fault-tolerant control, dynamic
system modeling with applications to aircraft systems, power machines, and
automotive engines.
Dr. Fekih is a member of the IEEE Control Systems Society, the IEEE
Women in Control Committee, and the IEEE Systems, Man, and Cybernetics
Society. She has served as a Reviewer for the IEEE TRANSACTIONS ON CON-
TROL SYSTEMS TECHNOLOGY, the Journal of Control Science and Engineer-
ing, the IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS,
Control Engineering Practice, the Institution of Engineering and Technology
Control Theory and Applications, the Control and Intelligent Systems Journal,
the IEEE American Control Conference, the IEEE Conference on Decision
and Control, the International Federation of Automatic Control Symposium on
Fault Detection, Supervision and Safety of Technical Processes (SAFEPRO-
CESS), and the American Society for Engineering EducationGulf Southwest
Conference.