Introduction (Vehicle suspension analysis using Fuzzy Logic)

Generally for analysis of vehicle suspension systems various types of vehicle

suspension models were taken by the researchers. The most commonly used models are

1. Quarter car model

2. Half car model

3. Full car model

The details of the three types are discussed below

1.1 Quarter car model

On this particular model, only ¼ of the vehicle is taken into consideration to

develop a vehicle suspension low level controller. Model is a two dimensional model because

only movement on z direction is taken into consideration. The general representation of a

quarter car model is shown in figure 1.1. It basically consists of a single wheel which is

represented in the form of a spring. However in some cases the wheel can be considered as

equivalent to a parallel combination of spring and a damper. The actual shock absorber is

assumed to support only one fourth of the weight of the total car body mass including

passenger’s weight.

Fig 1.1 Quarter car model

 The advantages of these types of models are that they are simple and easy to

analyze mathematical relations involved in the model.

1.2 Half car model

Unlike quarter car model where only one wheel is analyzed half car model

considers two wheels, viz. one front and one rear wheel. In this type of models half of the

weights of the entire car including that of passengers are considered for analysis purpose. The

main advantages of this type of models are

1. Vehicle pitch motions can be simulated.

2. Front and rear dampers and spring characteristics can be modeled differently which is also

different on the actual vehicle.

3. Body motions and center of gravity effect can be simulated.

Fig 1.2 Half car model

Fig 1.2 shows the general representation of half car model. As shown in the

figure both the front wheel and back wheel supports half of the car weight by means of

separate dampers attached to them. Model is again a two dimensional model which has a

movement only on Z direction.

Vehicle Models
 1.3 Full Car model

In full car model, total weights of the car body as well as the passengers are

considered and four wheels were taken for analysis. The pitch and roll motions of the car

were also taken into consideration. Model is a three dimensional model which has a

movement on Z direction.

On full-car model

1. Vehicle pitch and roll motions can be simulated.

2. Different front and rear suspension system geometries can be modeled (for example,

vehicle has independent suspension on the front and a solid dead beam on the rear and this

can be geometrically modeled on a full car model).

3. Left and right hand side body and tire motions of the vehicle can be simulated separately.

4. Un-sprung and sprung mass motions can be evaluated for both front & rear right and the

left hand side suspension systems.

A full-car model is based on the four identical quarter-car models, which are

coupled together by solid rods with respect to pitch and roll moment of inertia. Then braking,

accelerating and steering influences should be reflected, i.e. longitudinal and lateral

acceleration are considered. Therefore vehicle body roll and pitch, which cause the center of

gravity movements and this is an important attribute for car stability during driving through

the curves.

In general, based on the damper used vehicle suspension systems can be

classified into three types. They are

1. Passive

2. Semi Active

3. Active suspension systems.

 Each type has its own advantages and disadvantages. However semiactive and

active models are the one most commonly used in practical applications. The details of the

three types are given in the following sections.

1.4 Passive suspension system

Passive suspension system consists of an energy dissipating

element, which is the damper, and an energy-storing element, which is

the spring. Since these two elements cannot add energy to the system

this kind of suspension systems are called passive. Figure 1.4 shows

Passive suspension system considered in this study.

Fig 1.4 Passive suspension system

1.5 Semi Active Suspension System

To replace complexity and cost while improving ride and

handling the concept of semi active suspension has emerged. In this kind

of suspension system, the passive suspension spring is retained, while

the damping force in the damper can be modulated (adjusted) in

accordance with operating conditions. Figure 1.3 shows the schematic

view of a semi active suspension system. The regulating of the damping

force can be achieved by adjusting the orifice area in the damper, thus

changing the resistance of fluid flow. Most recently the possible

application of electro-rheological and magneto-rehological fluids to the

development of controllable dampers has also attracted considerable

interest.

Fig 1.5 Semiactive suspension system

1.6 Active Suspension System

Figure 1.6 shows an active suspension system in which a

force actuator is placed in parallel to passive system. In active suspension

systems, sensors are used to measure the accelerations of sprung mass

and unsprung mass and the analog signals from the sensors are sent to a

controller. The controller is designed to take necessary actions to improve

the performance abilities already set. The controller amplifies the signals
which are fed to the actuator to generate the required forces to form

closed loop system (active suspension system). The performance of this

system is then compared with that of the open loop system (passive

suspension system) [22]. It should be noted, that an active suspension

system requires external power to function, and that there is also a

considerable penalty in complexity, reliability, cost and weight [8].

Fig 1.6 Active suspension system

2.1 Literature Review
The majority of the studies in the area of semiactive suspensions used a two-

degree-of freedom (2DOF) model representing single suspensions. There were a few studies

in the area of single-degree-of-freedom (SODF) systems. Lieh explores the use of semiactive

suspensions to control the dynamics of a full car model.

Fuzzy logic was first presented to the consideration of the academic society by

Zadeh (1965) and became popular rapidly. Rao & Prahlad (1997) suggested fuzzy logic

based control for vehicle active suspension.

Fuzzy logic control methods had been used extensively in recent years in a

number of applications. The design of a fuzzy logic control law does not require a

mathematical description of the control system. Whereby in current control scheme, the

accurate system model must be provided before the controller can be developed. In addition,

an appropriate fuzzy logic controller can take care of the environmental variation during the

operation process. Thus, the model-free fuzzy logic control strategy has attracted the attention

of the researcher.

Two studies, one by Yi and Hedrick and the other by Valesek, were found to

be in the area of dynamic tire loading. Both studies were interested in methods to reduce the

dynamic tire loading of a vehicle in order to reduce the amount of road damage that it causes.
 Three other studies focused on control methods that are able to teach

themselves how to control the semiactive suspension system. Cheok and Huang and

Yoshimura used fuzzy logic and neural network methods to teach the controller, while Frost

uses a moderated reinforcement learning technique. All three studies show that there are

benefits associated with these types of control approaches.

The next study by Margolis examines the effects of using realistic feedback

signals when controlling active and semiactive suspension systems. This is an analytical

study that suggests several feedback strategies for the semiactive suspension system so that

the performance can approach the fully active suspension performance. In another study by

Margolis, he outlines a procedure to examine the feasibility of using semiactive or active

vibration isolation instead of purely passive approaches.

Hwang et al. present an interesting method for testing the semiactive damper

hardware without using a complete vehicle. They explore the test method known as hardware

in the loop simulation. Essentially, the dynamic model of the system is coded for simulation

in a computer.

Jezequel and Roberti investigated optimal preview of the suspension system

which is useful for trains: once the lead train passes over a point, the rest of the train has

knowledge of the track conditions. Miller explored the effects of the levels of both on-state

and off-state damping on the performance of the quarter car semiactive suspension system.

Bellizzi and Bouc and Hrovat, et al. studied optimal control techniques for the semiactive

suspension, while Tibaldi and Zattoni studied the robustness of linear quadratic Gaussian

control techniques.

Ahmadian et al. (In press) designed an active suspension system and

implemented to smooth the amplitude and acceleration received by the passenger within the

human health threshold limits. A quarter car model is considered and three control
approaches namely optimal control, Fuzzy Control, and Adaptive Optimal Fuzzy Control

(AOFC) are applied.

Bourmistrova et al. (2005) applied evolutionary algorithms to the optimization

of the control system parameters of quarter car model. The multi objective fitness function

which is a weighted sum of car body rate-of-change of acceleration and suspension travel is

minimized.

Sharkawy (2005) described fuzzy and adaptive fuzzy control (AFC) schemes

for the automobile active suspension system (ASS). The design objective was to provide

smooth vertical motion so as to achieve the road holding and riding comfort over a wide

range of road profiles. Roumy et. al. (2004) developed LQR and H∞ controller for quarter car

model. The structure's modal parameters are extracted from frequency response data, and are

used to obtain a state-space realization. The performance of controller design techniques such

as LQR and H∞ is assessed through simulation.

Because of active suspension systems' expenses, in this paper, semiactive

suspension systems are investigated. Several control methods have been used by Nicolas et

al. and Son et al. in semi-active suspension systems. Active vehicle suspensions have

attracted a large number of researchers in the past few decades and comprehensive surveys on

related research are found in publications by Elbeheiry (1995), Hedrick and Wormely (1975),

Sharp and Crolla (1987), Karnopp (1995) and Hrovat(1997). Again, Yoshimura et al (1999)

presented an active suspension system for passenger cars, using linear and fuzzy-logic

controls in their study.

Ahmadian et al. (In press) designed an active suspension system and

implemented to smooth the amplitude and acceleration received by the passenger within the

human health threshold limits. A quarter car model is considered and three control
approaches namely optimal control, Fuzzy Control, and Adaptive Optimal Fuzzy Control

(AOFC) are applied.

Sakman et al (2005) examined the performance of the fuzzy logic controlled

active suspensions on a non-linear vehicle model having four degrees of freedom without

causing any loss in suspension working limits.

Lazareva and Shitik studied the properties of MR fluids that are based on

barium and strontium ferrites and iron oxides. The fluids were prepared using various

combinations of the materials, and their properties, such as the MR effect, were studied.

Ashour et al. studied the effects of components of the MR on sedimentation of the magnetic

particles and initial viscosity. An attempt was made to optimize the composition of the fluid

such that the fluid had the desired properties. In another study, Ashour et al. studied the

general composition of MR fluid along with the methods that are used to evaluate the

performance of the fluids.

2.2 Objectives of the present work

The present work aims at developing a Fuzzy logic controller for one of the

types of half car suspension system (viz. semiactive suspension system) and focus on

comparing the obtained results with that of general passive suspension system inorder to

reduce the sprung mass displacement for ride comfort, by considering two different road

profiles.

Semiactive suspension system is especially considered in this work because of

the fact that these systems are cost effective, compact, and functionally simple as they

require only a variable damper and a few sensors to achieve adequate performance. Active

suspensions systems remain complex, bulky, and expensive and are not common options on

production vehicles. Additionally, they typically require considerable power and impose

heavy loads on the engine.

– Half Car Model

Mathematical formulation
In order to simulate the suspension system mathematical equations, which

represent the suspension system is to be first derived. For this reason fundamental principle

of mechanics was applied.

In order to formulate mathematical relations for sprung and unsrung masses,

some simple assumptions were considered in this work.

3.1 Assumptions

1. Vehicle wheels does not leave the ground

2. Mass (m, sprung mass) is assumed to be distributed uniformly over the undercarriage

and the entire mass is assumed to act at the CG

3. Pitch angle is considered very small

4. Velocity of the vehicle is constant

3.2 Passive model description

Based on these assumptions the half car system was split into two separate

quarter car systems, the combined behavior of the two being the same as the half car itself.

The tire is simply modeled as a spring of stiffness Ku. Figure 3.1 shows the half car model

represented with suitable notations.

Fig 3.1 half car representation of passive suspension system

Fig 3.2 Quarter car representation of front wheel

Fig 3.3 Quarter car representation of Rear wheel

Let m be the one half the mass of total vehicle

xb be the vehicle (body) displacement

m1, m2 be the unsprung masses of front and rear wheels

ms1, ms2 be the sprung masses of front and rear wheels

Kb1 , Kb2 be the spring constants of front and rear springs

Kw1 , Kw2 be the spring constants of front and rear wheels

cb1 , cb2 be the damper coefficients for dampers of front and rear wheels

x5 , x6 be the displacements of front and rear sprung masses

x2 , x4 be the displacements of front and rear unsprung masses

x1 , x3 be the displacements of front and rear wheels (road profiles)

Ib Pitch inertia

L1 L2 be the distance of CG from front and back suspensions

Using the above notations the mathematical relations is derived as fallows

3.2.1 Equivalent masses

The equivalent masses ms1, ms2 is given by

ms1 = m L2 / (L1 + L2) (3.1)

ms2 = m L1 / (L1 + L2) (3.2)

3.2.2 Equations of motion

m1 x2 " = Kw1 ( x1 − x2 ) − Kb1 ( x2 − x5 ) − cb1 ( x2' − x5' ) (3.3)

m2 x4" = Kw2 ( x3 – x4 ) − Kb2 ( x4 – x6 ) − cb1 ( x4' – x6' ) (3.4)

ms1 x5 " = Kb1 ( x2 − x5 ) + cb1 ( x2' − x5' ) = F1 (3.5)

ms2 x6 " = Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) = F2 (3.6)

where

x5 = xb + L 1 θ (3.7)

x6 = xb − L 1 θ (3.8)

The pitch angle, θ is obtained by the torque relation as

"
F 1 L1 – F 2 L2 = I b θ (3.9)

3.2.3 Pitch angle equation

Pitch angle can be obtained by substituting equations 3.5 and 3.6 in 3.9 and

"
then double integrating the acceleration θ . Thus

θ" = L1 / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2' − x5' ) ] –

L2 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) ] (3.10)

3.2.4Equation for body displacement

"
The body displacement xb is obtained by as fallows; substituting θ from

equation 3.9 in equation 3.7 by differentiating twice the equation 3.7, we get

xb" = x5 " − L1 / Ib ( F1 L1 – F2 L2 ) (3.11)

Substituting F1, F2 from the equations 3.5, 3.6 in 3.11

xb" = x5 " − L1² / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2' − x5' ) ] +

 L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) ] (3.12)

Solving 3.5 and 3.12, we get

xb" = Kb1/ ms1 ( x2 − x5 ) + cb1 / ms1 ( x2' − x5' ) –

L1² / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2' − x5' ) ] +

L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) ] (3.13)

xb" = Kb1 [1/ ms1 − L1² / Ib] ( x2 − x5 ) ²

+ cb1 [1/ ms1 − L1 / Ib] ( x2' − x5' ) +

L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) ] (3.14)

xb" = [1/ ms1 − L1² / Ib] [ Kb1 ( x2 − x5 ) + cb1 ( x2' − x5' ) ] +

L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4' – x6' ) ] (3.15)

Equation 3.15 can be used to find the body displacement of the vehicle.

3.3 Semiactive model description

The equations of motions for semiactive suspension system are similar to

that of passive system, except that the constant damping coefficients cb1, cb2 were replaced
by variable damping coefficients for both front and rear wheels. Figure 3.4 shows the

quarter car representations of the half car model.

 (a) (b)

Fig 3.4 Quarter car representation for (a) front (b) rear wheel

4.1 Passive dampers

Shocks absorbers are used to damp oscillations by absorbing the energy

contained in the springs or torsion bars when the wheels of an automobile move up and

down. Conventional shock absorbers do not support vehicle weight. They reduce the dynamic

wheel-load variations and prevent the wheels from lifting off the road surface except on

extremely rough surfaces and making possible much more precise steering and braking. The

shock absorbers turn the kinetic energy of suspension motion into thermal energy, or heat

energy, to be dissipated through the hydraulic fluid [4].

In passive suspension vehicles two types of hydraulic shock absorbers are

generally used. They are

1. Mono tube shock absorbers

2. Twin tube shock absorber

The compression cycle controls the motion of a vehicle's unsprung weight, while extension

controls the heavier sprung weight.

4.1.1 Mono tube shock absorber

1. Compression stroke:
 During the compression stroke or downward movement, some fluid flows

through the piston from chamber B to chamber A and some through the compression valve

into the reserve tube. To control the flow, there are three valving stages each in the piston

and in the compression valve. Figure 4.1 shows the monotube absorber during compression

cycle.

At the piston, oil flows through the oil ports, and at slow piston speeds, the

first stage bleeds come into play and restrict the amount of oil flow. This allows a controlled

flow of fluid from chamber B to chamber A. At faster piston speeds, the increase in fluid

pressure below the piston in chamber B causes the discs to open up away from the valve

seat. At high speeds, the limit of the second stage discs phases into the third stage orifice

restrictions. Compression control, then, is the force that results from a higher pressure

present in chamber B, which acts on the bottom of the piston and the piston rod area.

Fig 4.1 mono tube absorber during compression cycle

2. Extension stroke:
 As the piston and rod move upward toward the top of the pressure tube, the

volume of chamber A is reduced and thus is at a higher pressure than chamber B. Because

of this higher pressure, fluid flows down through the piston's 3-stage extension valve into

chamber B. However, the piston rod volume has been withdrawn from chamber B greatly

increasing its volume. Thus the volume of fluid from chamber A is insufficient to fill

chamber B. The pressure in the reserve tube is now greater than that in chamber B, forcing

the compression intake valve to unseat. Fluid then flows from the reserve tube into chamber

B, keeping the pressure tube full. Extension control is a force present as a result of the

higher pressure in chamber A, acting on the topside of the piston area. Figure 4.2 shows the

mono tube absorber during extension or rebound cycle. .

Fig 4.2 mono tube absorber during extension cycle

4.1.2 Twin tube Shock absorbers

The main components of a Twin tube shock absorber are:

• outer tube, also called reservoir tube

• inner tube, also called cylinder

• piston connected to a piston rod

• bottom valve, also called footvalve

• piston rod guide

Twin-Tube Shock Absorber Working

Compression stroke:

When the piston rod is pushed in, oil flows without resistance from below the

piston through the outlets and the non-return valve arranged to the area above the piston.

Simultaneously, a quantity of oil is displaced by the volume of the rod entering the cylinder.

This volume of oil is forced to flow through the bottom valve into the reservoir tube filled

with air or nitrogen gas. The resistance, encountered by the oil on passing through the

footvalve, generates the bump damping.

Fig 4.3 Twin tube shock absorber

Rebound stroke:
 When the piston rod is pulled out, the oil above the piston is pressurized and

forced to flow through the piston. The resistance, encountered by the oil on passing through

the piston, generates the rebound damping. Simultaneously, some oil flows back, without

resistance, from the reservoir tube through the foot valve to the lower part of the cylinder to

compensate for the volume of the piston rod emerging from the cylinder.

A number of types of twin tube hydraulic shock absorbers with minor refinements are

available. Basic refinements offered can be classified into:

1. Adjustable damping co-efficient

2. Variable damping co-efficient type.

In case of Mono-tube, the shell case itself works as a cylinder and oil, gas, piston valve, etc

are all set in a single tube.

Fig 4.4 Mono-Twin Tube Shock Absorbers

Each type has its own advantages and disadvantages, the details of which are given below

4.2 Comparison of Two Shock Absorbers

4.2.1 Twin-Tube Shock Absorber

The advantages and disadvantages of the twin-tube shock absorber [4] are:

Advantages:
1. Allows ride engineers to move beyond simple velocity sensitive on the valves and to

use the position of the piston to fine tune the ride characteristic.

2. Adjusts more rapidly to changing road and weight conditions than single-tube shock

absorbers.

3. A control is enhanced without sacrificing driver comfort. Two shocks absorbers into

one comfort and control.

Disadvantages:

1. Can only be mounted in one direction.

Current Uses:

1. Original equipment on many domestic passenger cars, SUV and light truck applications.

4.2.2 Single-Tube Shock Absorber

The advantages and disadvantages of the single-tube designs are:

Advantages:

1. Easy to tailor to specific applications, as the larger piston diameter allows low

working pressures.

2. Sufficient room for valves and passages.

3. Can be installed in any position, can be mounted upside down, reducing the unsprung

weight.

4. May run cooler. Heat is dissipated directly via the outer tube because it is exposed to

the air.

Disadvantages:

1. Longer than twin-tube shock absorbers.

2. The outer tube, which acts as a guide cylinder for the piston, is susceptible to

damage from stone throw, etc. A dent in the pressure tube will destroy the unit.
3. Suspension layout must provide sufficient room for the tube which, with its very close

tolerances, is not to be mechanically impeded in any way. This is a disadvantage when lines

must be routed around the shock absorber in restricted bodywork areas.

4. The piston rod seal is subjected to the damping pressure.

5. Difficult to apply to passenger cars designed OE with twin-tube designs.

Current Uses:

1. Original equipment for many import and domestic passenger cars, SUV and light

truck applications.

2. Available for many after market applications.

4.3 Magneto Rheological Dampers

Magneto-rheological (MR) fluids are suspensions of micron-sized,

magnetizable particles in an oil based fluid. In the absence of magnetic fields, these fluids

exhibit Newtonian behavior [2]. Magnetorheological fluids are materials that exhibit a

change in rheological properties (elasticity, plasticity, or viscosity) with the application of a

magnetic field. The MR effects are often greatest when the applied magnetic field is normal

to the flow of the MR fluid [7].

4.3.1 MR fuids

Magneto-rheological fluids consist of ferromagnetic particles that are

suspended in a carrier fluid. MR fluid consists of a liquid carrier, ferrous particles on the

order of a few microns in diameter, and surfactant additives that are used to discourage

particle settling. The ferromagnetic particles are often carbonyl particles, since they are
relatively inexpensive. Other particles, such as iron-cobalt or iron-nickel alloys, have been

used to achieve higher yield stresses from the fluid [6]. Fluids containing these alloys are

impractical for most applications due to the high cost of the cobalt or nickel alloys. Although

similar in operation to electro-rheological (ER) fluids and ferrofluids, MR devices are

capable of much higher yield strengths when activated.

A wide range of carrier fluids such as silicone oil, kerosene, and synthetic oil

can be used for MR fluids. The carrier fluid must be chosen carefully to accommodate the

high temperatures to which the fluid can be subjected. The carrier fluid must be compatible

with the specific application without suffering irreversible and unwanted property changes.

The MR fluid must also contain additives to prevent the sedimentation of, and promote the

dispersion of, the ferromagnetic particles.

Besides the rheological changes that MR fluids experience while under the

influence of a magnetic field, there are often other effects such as thermal, electrical, and

acoustic property changes. In the area of vibration control, however, the MR effect is most

interesting because it is possible to apply the effect to a hydraulic damper. The MR fluid

essentially allows one to control the damping force of the damper by replacing mechanical

valves commonly used in adjustable dampers. This offers the potential for a superior damper

with little concern about reliability since if the MR damper ceases to be controllable; it simply

reverts to a passive damper [6]. The major difference between ferrofluids and MR fluids is the

size of the polarizable particles [7].

Three different carrier fluids are currently used, namely

hydrocarbon-based oil, silicon oil, and water [2]. When exposed to a magnetic

field, the ferrous particles within the fluid line up in columnar structures along

lines of magnetic flux. These columnar structures cause a distinct change in

the apparent viscosity of the MR fluid. The reason why the phrase "apparent
viscosity" is used instead of "viscosity" is that the carrier fluid exhibits no

change in viscosity, but the MR fluid mixture thickens—even becoming a solid

—when it is exposed to a magnetic field. The magnetic field changes the

shear strain rate of the MR fluid, in the same sense that the fluid becomes

more sensitive to shearing with an increasing magnetic field.MR fluids are

non-colloidal suspensions of magnetizable particles that are on the order of

tens of microns (20-50 microns) in diameter.

MR fluid is composed of oil, usually mineral or silicone based,

and varying percentages of ferrous particles that have been coated with an

anti-coagulant material. When inactivated, MR fluid displays Newtonian-like

behavior [2]. When exposed to a magnetic field, the ferrous particles that are

dispersed throughout the fluid form magnetic dipoles. These magnetic

dipoles align themselves along lines of magnetic flux, as shown in figure 4.5.

Fig 4.5 Dipole alignment of ferrous particles

Typically, MR fluid can be used in three different ways, all of

which can be applied to MR damper design depending on the damper’s

intended use. These modes of operation are referred to as squeeze mode,

valve mode, and shear mode. A device that uses squeeze mode has a thin
film (on the order of 0.020 inch) of MR fluid that is sandwiched between

paramagnetic pole surfaces as shown in figure 4.6.

Fig 4.6 Squeeze mode

As depicted in Figure 4.7, MR fluid device is said to operate in shear mode

when a thin layer (≈ 0.005 to 0.015 inch) of MR fluid is sandwiched between two

paramagnetic moving surfaces. The shear mode is useful primarily for dampers that are not

required to produce large forces or for compact clutches and brakes.

Fig 4.7 MR fluid used in shear mode

The last mode of MR damper operation, valve mode, is the most widely used

of the three modes. An MR device is said to operate in valve mode when the MR fluid is used

to impede the flow of MR fluid from one reservoir to another, as is shown in figure 4.8, With
the exception of a single hybrid MR damper design, all of the dampers used in this project

operate in the valve mode

Fig 4.8 MR fluid in valve mode

4.3.2 Construction of a MR damper

A functional representation of an MR damper, with schematics of the

components necessary for operation, is shown in figure 4.9. The fluid that is transferred from

above the piston to below (and vice versa) must pass through the MR valve. The MR valve is

a fixed-size orifice with the ability to apply a magnetic field, using an electromagnet, to the

orifice volume. This magnetic field results in a change in viscosity of the MR fluid, causing a

pressure differential for the flow of fluid in the orifice volume. The pressure differential is

directly proportional to the force required to move the damper rod [7]. As such, the damping

characteristic of the MR damper is a function of the electrical current flowing into the

electromagnet. This relationship allows the damping of an MR damper to be easily controlled

in real time.
 Fig 4.9 Functional Representation of an MR Damper

The accumulator is a pressurized volume of gas that is physically separated

from the MR fluid by a floating piston or bladder. The accumulator serves two purposes. The

first is to provide a volume for the MR fluid to occupy when the shaft is inserted into the

damper cylinder. The second is to provide a pressure offset so that the pressure in the low

pressure side of the MR valve does not induce cavitation in the MR fluid by reducing the

pressure below the vapor pressure of the MR fluid.

The actual configuration of an MR damper is shown in Fig 4.10. All of the

external components have been incorporated internally, providing a compact design that is

very similar in size and shape to existing passive vehicle dampers. The only external parts are

the two electrical leads for the electromagnet, which are connected to the current source.

Fig 4.10 Schematic Representation of MR damper

 The application of an external magnetic field causes the particles to become

aligned with the field, and dramatically changes the effective viscosity of the fluid.

Depending on the strength of this applied magnetic field, the viscosity (or yield strength) of

MR fluids can reach that of Bingham solids, making them well-suited to semiactive damping

applications [3]. Semiactive vehicle suspensions are controlled by manipulating the coil

current in the MR damper to vary its effective damping coefficient.

Fig 4.11 Semiactive controller using MR damper

Varying the magnetic field strength has the effect of changing the apparent

viscosity of the MR fluid. The reason why the phrase "apparent viscosity" is used instead of

"viscosity" is that the carrier fluid exhibits no change in viscosity, but the MR fluid mixture

thickens—even becoming a solid—when it is exposed to a magnetic field. The magnetic field

changes the shear strain rate of the MR fluid, in the same sense that the fluid becomes more

sensitive to shearing with an increasing magnetic field. As the magnetic field strength

increases, the resistance to fluid flow at the activation regions increases until the saturation

current has been reached. The saturation current occurs when increasing the electric current

fails to yield an increase in damping force for a given velocity. The resistance to fluid flow in

the activation regions is what causes the force that MR dampers can produce. This

mechanism is similar to that of hydraulic dampers, where the force offered by hydraulic

dampers is caused by fluid passage through an orifice. Variable resistance to fluid flow

allows us to use MR fluid in electrically controlled viscous dampers and other devices.

Figure 4.12 shows the general representation of a usual MR damper

 Fig 4.12 Typical MR damper

4.3.3 Types of MR Dampers

There are three main types of MR dampers. These are

1. mono tube

2. twin tube

3. double-ended MR damper

Mono tube MR damper

Of the three types, the mono tube is the most common since it can be installed

in any orientation and is compact in size. A mono tube MR damper, shown in Figure 4.13,

has only one reservoir for the MR fluid and an accumulator mechanism to accommodate the

change in volume that results from piston rod movement. The accumulator piston provides a

barrier between the MR fluid and a compressed gas (usually nitrogen) that is used to

accommodate the volume changes that occur when the piston rod enters the housing [7].
 Fig 4.13 Mono tube MR damper

The popularity of mono tube dampers (not only MR types) is due mainly to

their compact size, reliability, and their ability to function properly in any installed

orientation.

Twin tube MR damper

The twin tube MR damper is one that has two fluid reservoirs, one inside of the

other, as shown in Figure 4.14. In this configuration, the damper has an inner and outer

housing. The inner housing guides the piston rod assembly, in exactly the same manner as in

a mono tube damper. The volume enclosed by the inner housing is referred to as the inner

reservoir. Likewise, the volume that is defined by the space between the inner housing and

the outer housing is referred to as the outer reservoir. The inner reservoir is filled with MR

fluid so that no air pockets exist.

To accommodate changes in volume due to piston rod movement, an outer

reservoir that is partially filled with MR fluid is used. Therefore, the outer tube in a twin tube

damper serves the same purpose as the pneumatic accumulator mechanism in mono tube

dampers. In practice, a valve assembly called a “foot valve” is attached to the bottom of the

inner housing to regulate the flow of fluid between the two reservoirs. As the piston rod

enters the damper, MR fluid flows from the inner reservoir into the outer reservoir through

the compression valve, which is part of the foot valve assembly. The amount of fluid that

flows from the inner reservoir into the outer reservoir is equal to the volume displaced by the
piston rod as it enters the inner housing. As the piston rod is withdrawn from the damper, MR

fluid flows from the outer reservoir into the inner reservoir through the return valve, which is

also part of the foot valve assembly.

Fig 4.14 Twin tube MR damper

Double-ended MR damper

The final type of MR damper is called a double-ended damper

since a piston rod of equal diameter protrudes from both ends of the damper

housing. Figure 4.15 shows a section view of a typical double-ended MR

damper. Since there is no change in volume as the piston rod moves relative

to the damper body, the double-ended damper does not require an

accumulator mechanism. Double-ended MR dampers have been used for

bicycle applications, gun recoil applications, and for controlling building sway

motion caused by wind gusts and earthquakes.

Fig 4.15 Double-ended MR damper

4.3.4 Performance of the MR Damper

 For typical passive dampers, the damper performance is often evaluated based

on the force vs. velocity characteristics. For a linear viscous damper, the force vs. velocity

performance is shown in Fig. 4.16. The slope of the force vs. velocity line is known as the

damper coefficient, C.

Fig 4.16 Linear Damper Characteristics

In practice, however, the force vs. velocity line is frequently bilinear and

asymmetric, with a different value of C for jounce (compression) and rebound (extension), as

shown in Fig 4.17. The reason for having asymmetric damping characteristics stems from the

final application of the damper in a vehicle suspension. When working in series with the

primary spring of the vehicle suspension, the damper is working against the spring force in

compression and is greatly aided by the spring force in rebound. If the vehicle encounters a

pothole or momentary loss of contact with the road, the only mechanism preventing the

suspension from rebounding to the physical stops is the rebound damping [7].

Fig 4.17 Bilinear and Asymmetric Damping Characteristics

 In the case of MR dampers, the ideal force-velocity characteristics are as shown

in figure 4.18. The result is a force vs. velocity envelope that is spanned by an area rather

than a line in the force-velocity plane. In this ideal case, the damper force is independent of

the shaft velocity, and is only a function of the current going into the coil. Effectively, the

controller can be programmed to emulate any damper force-velocity characteristic or control

policy within the envelope [7].

Fig 4.18 Ideal MR Damper Performance

We can model the ideal MR damper according to

FMRDAMPER = α

Where α is a constant and i is the damper current.

5.1 Simulink
Simulink refers to the repeated execution of a model at successive time steps

as simulating the system that the model represents. Simulink is a software package for

modeling, simulating, and analyzing dynamic systems [5].

It supports linear and nonlinear systems, modeled in continuous time,

sampled time, or a hybrid of the two. Simulink can be used to explore the behavior of a

wide range of real-world dynamic systems, including electrical circuits, shock absorbers,

braking systems, and many other electrical, mechanical, and thermodynamic systems.

Systems can also be multirate, i.e., have different parts that are sampled or updated at

different rates.

For modeling, Simulink provides a graphical user interface (GUI) for

building models as block diagrams, using click-and-drag mouse operations. With this

interface, one can draw the models just as one would with pencil and paper (or as most

textbooks depict them). This is a far cry from previous simulation packages that require

formulate differential equations and difference equations in a language or program.

Simulink includes a comprehensive block library of sinks, sources, linear and nonlinear

components, and connectors. One can also customize and create their own blocks. For

information on creating own blocks, see the separate Writing S-Functions guide [5]. Models

are hierarchical, so building models using both top-down and bottom-up approaches can be

done. You can view the system at a high level, and then double-click blocks to go down

through the levels to see increasing levels of model detail. This approach provides insight

into how a model is organized and how its parts interact.

After defining a model, one can simulate it, using a choice of integration

methods, either from the Simulink menus or by entering commands in the MATLAB

Command Window. The menus are particularly convenient for interactive work, while the
command-line approach is very useful for running a batch of simulations (for example, if

doing Monte Carlo simulations or want to sweep a parameter across a range of values).

Using scopes and other display blocks, it is easy to see the simulation results while the

simulation is running. In addition, one can change parameters and immediately see what

happens, for "what if" exploration. The simulation results can be put in the MATLAB

workspace for postprocessing and visualization. Model analysis tools include linearization

and trimming tools, which can be accessed from the MATLAB command line, plus the

many tools in MATLAB and its application toolboxes. And because MATLAB and

Simulink are integrated, one can simulate, analyze, and revise your models in either

environment at any point.

Simulink is also practical. With thousands of engineers around the world

using it to model and solve real problems, knowledge of this tool will serve well throughout

engineering professional career [5]. Simulink has the ability to simulate discrete (sampled

data) systems, including systems whose components operate at different rates (multirate

systems) and systems that mix discrete and continuous components (hybrid systems).

Simulink encourages one to try things out. Models can be easily build from

scratch, or take an existing model and add to it. Simulations are interactive, so there is

possibility to change parameters on the fly and immediately see what happens. MATLAB

has instant access to all the analysis tools, so one can take the results and analyze and

visualize them. A goal of Simulink is to give a sense of the fun of modeling and simulation,

through an environment that encourages posing a question, modeling it, and seeing what

happens. With Simulink, it is easy to move beyond idealized linear models to explore more

realistic nonlinear models, factoring in friction, air resistance, gear slippage, hard stops, and

the other things that describe real-world phenomena [5]. Simulink turns the computer into a

lab for modeling and analyzing systems that simply wouldn't be possible or practical
otherwise, whether the behavior of an automotive clutch system, the flutter of an airplane

wing, the dynamics of a predator-prey model, or the effect of the monetary supply on the

economy.

A Simulink block diagram model is a graphical representation of a

mathematical model of a dynamic system. A mathematical model of a dynamic system is

described by a set of equations. The mathematical equations described by a block diagram

model are known as algebraic, differential, and/or difference equations. The term `time-

based block diagram' is used to distinguish block diagrams that describe dynamic systems

from that of other forms of block diagrams. In Simulink, we use the term block diagram (or

model) to refer to a time-based block diagram unless the context requires explicit

distinction.

To summarize the meaning of time-based block diagrams:

1. Simulink block diagrams define time-based relationships between signals and state

variables. The solution of a block diagram is obtained by evaluating these relationships over

time, where time starts at a user specified "start time" and ends at a user specified "stop time."

Each evaluation of these relationships is referred to as a time step.

2. Signals represent quantities that change over time and are defined for all points in

time between the block diagram's start and stop time.

3. The relationships between signals and state variables are defined by a set of equations

represented by blocks. Each block consists of a set of equations (block methods). These

equations define a relationship between the input signals, output signals and the state

variables. Inherent in the definition of an equation is the notion of parameters, which are the

coefficients, found within the equation.

 It is possible to simulate a system manually, i.e., to execute its model

manually. However, this is unnecessary as the Simulink engine performs this task

automatically on command from the user. Simulating a dynamic system is a two-step

process with Simulink. First, a user creates a block diagram, using the Simulink model

editor that graphically depicts time-dependent mathematical relationships among the

system's inputs, states, and outputs. The user then commands Simulink to simulate the

system represented by the model from a specified start time to a specified stop time.

Simulink provides a graphical editor that allows one to create and connect

instances of block types (see Creating a Model) selected from libraries of block types (see

Simulink Blocks) via a library browser. Simulink provides libraries of blocks representing

elementary systems that can be used building blocks. The blocks supplied with Simulink are

called built-in blocks. Simulink users can also create their own block types and use the

Simulink editor to create instances of them in a diagram. Customer-defined blocks are

called custom blocks.

5.2 About Blocks

Blocks are the elements from which Simulink models are built. One can
model virtually any dynamic system by creating and interconnecting blocks in appropriate
ways. Simulink blocks fall into two basic categories:
1. Nonvirtual blocks

2. virtual blocks

Nonvirtual blocks play an active role in the simulation of a system. If you add

or remove a nonvirtual block, you change the model's behavior. Virtual blocks, by contrast,

play no active role in the simulation; they help organize a model graphically. Some

Simulink blocks are virtual in some circumstances and nonvirtual in others. Such blocks are

called conditionally virtual blocks.

 Simulink defines signals as the outputs of dynamic systems represented by

blocks in a Simulink diagram and by the diagram itself. The lines in a block diagram

represent mathematical relationships among the signals defined by the block diagram. For

example, a line connecting the output of block A to the input of block B indicates that the

signal output by B depends on the signal output by A.

Blocks List
1. Commonly Used
2. ContinuousDiscontinuities
3. Discrete
4. Logic and Bit Operations
5. Lookup Tables
6. Math Operations
7. Model Verification
8. Model-Wide Utilities
9. Ports & Subsystems
10. Signal Attributes
11. Signal Routing
12. Sinks
13. Sources
14. User-Defined Functions
15. Additional Math & Discrete
The Simulink Editor allows one to change the size, orientation, color, and

label location of a block in a block diagram. All block names in a model must be unique

and must contain at least one character. By default, block names appear below blocks whose

ports are on the sides, and to the left of blocks whose ports are on the top and bottom,

However we here discuss only the ones which are mostly used in the project.
5.2.1 Math Operations

Table 5.1 Math operation blocks

BLOCK DESCRIPTION

The Product block performs multiplication or division of its inputs.

The Add block is an implementation of the Sum block.

The Gain block multiplies the input by a constant value (gain). The
input and the gain can each be a scalar, vector, or matrix.

The Sum block performs addition or subtraction on its inputs. This

block can add or subtract scalar, vector, or matrix inputs. It can also
collapse the elements of a single input vector.

5.2.2 Signal routing

Table 5.2 Signal routing blocks

BLOCK DESCRIPTION

The Demux block extracts the components of an input signal and

outputs the components as separate signals. The block accepts either
vector (1-D array) signals or bus signals.

The Mux block combines its inputs into a single output. An input can
be a scalar, vector, or matrix signal. Depending on its inputs, the
output of a Mux block is a vector or a composite signal, i.e., a signal
containing both matrix and vector elements
 The Switch block passes through the first (top) input or the third
(bottom) input based on the value of the second (middle) input. The
first and third inputs are called data inputs. The second input is called
the control input.

The Goto block passes its input to its corresponding From blocks.
The input can be a real- or complex-valued signal or vector of any
data type.

The From block accepts a signal from a corresponding Goto block,

and then passes it as output. The data type of the output is the same
as that of the input from the Goto block

5.2.3 Sinks

Table 5.3 Sink blocks

BLOCK DESCRIPTION

The Scope block displays its input with respect to simulation time.
The Scope block can have multiple axes (one per port); all axes have
a common time range with independent y-axes.

The Display block shows the value of its input on its icon.

The Terminator block can be used to cap blocks whose output ports
are not connected to other blocks. Using Terminator blocks to cap
those blocks avoids warning messages.

5.2.4 Source
 Table 5.4 Source blocks
BLOCK DESCRIPTION

Inport blocks are the links from outside a system into the system.

The Constant block generates a real or complex constant value. The

block generates scalar (1x1 2-D array), vector (1-D array), or matrix
(2-D array) output, depending on the dimensionality of the Constant
value parameter.

The Sine Wave block provides a sinusoid. The block can operate in
either time-based or sample-based mode.

The Step block provides a step between two definable levels at a

specified time. If the simulation time is less than the Step time
parameter value, the block's output is the Initial value parameter
value. For simulation time greater than or equal to the Step time, the
output is the Final value parameter value.

The Clock block outputs the current simulation time at each

simulation step. This block is useful for other blocks that need the
simulation time.

5.2.5 Ports and subsystems

Table 5.5 Ports and subsystem blocks

BLOCK DESCRIPTION

A Subsystem block represents a subsystem of the system that

contains it. The Subsystem block can represent a virtual subsystem or
 a true (atomic) subsystem

The If block, along with If Action subsystems containing Action Port

blocks, implements standard C-like if-else logic.

The If Action Subsystem block is a Subsystem block that is

preconfigured to serve as a starting point for creating a subsystem
whose execution is triggered by an If block.

Outport blocks are the links from a system to a destination outside

the system.

5.2.6 Fuzzy logic tool box

Table 5.6 Fuzzy logic Tool box

BLOCK DESCRIPTION

The Fuzzy Logic Controller block implements a fuzzy inference

system (FIS) in Simulink.

The Fuzzy Logic Controller with Rule Viewer block implements a

fuzzy inference system (FIS) with the rule viewer in Simulink.

The details of the remaining blocks can be found in [5].

Output trajectories from Simulink can be plotted using one of three methods:

1. Feed a signal into either a Scope or an XY Graph block

2. Write output to return variables and use MATLAB plotting commands.

3. Write output to the workspace using To Workspace blocks and plot the results using

MATLAB plotting commands.

6.1 Fuzzy Logic

“Fuzzy logic is all about the relative importance of precision: How important

is it to be exactly right when a rough answer will do?” [5]. Fuzzy logic is a fascinating area

of research because it does a good job of trading off between significance and precision —

something that humans have been managing for a very long time. Fuzzy logic is a

convenient way to map an input space to an output space.

A graphical example of an input-output map is shown in figure 6.1.

 Fig 6.1Example to illustrate fuzzy logic

It's all just a matter of mapping inputs to the appropriate outputs. Between the

input and the output we'll put a black box that does the work. What could go in the black

box? Any number of things: fuzzy systems, linear systems, expert systems, neural networks,

differential equations, interpolated multidimensional lookup tables, or even a spiritual

advisor, just to name a few of the possible options. Clearly the list could go on and on. Of

the dozens of ways to make the black box work, it turns out that fuzzy is often the very best

way. Why should that be? As Lotfi Zadeh, who is considered to be the father of fuzzy logic,

once remarked: "In almost every case you can build the same product without fuzzy logic,

but fuzzy is faster and cheaper". This is the starting point for everything else, and the great

emphasis here is on the word "convenient."

The past few years have witnessed a rapid growth in the number and variety

of applications of fuzzy logic. The applications range from consumer products such as

cameras, camcorders, washing machines, and microwave ovens to industrial process

control, medical instrumentation, decision-support systems, and portfolio selection [5].

Fuzzy logic has two different meanings. In a narrow sense, fuzzy logic is a

logical system, which is an extension of multivalued logic. But in a wider sense, which is in

predominant use today, fuzzy logic (FL) is almost synonymous with the theory of fuzzy

sets, a theory which relates to classes of objects with unsharp boundaries in which
membership is a matter of degree. In this perspective, fuzzy logic in its narrow sense is a

branch of FL. What is important to recognize is that, even in its narrow sense, the agenda of

fuzzy logic is very different both in spirit and substance from the agendas of traditional

multi valued logical systems.

Another basic concept in FL, which plays a central role in most of its

applications, is that of a fuzzy if-then rule or, simply, fuzzy rule. Although rule-based

systems have a long history of use in AI, what is missing in such systems is machinery for

dealing with fuzzy consequents and/or fuzzy antecedents. In fuzzy logic, this machinery is

provided by what is called the calculus of fuzzy rules. The calculus of fuzzy rules serves as

a basis for what might be called the Fuzzy Dependency and Command Language (FDCL).

Although FDCL is not used explicitly in the Fuzzy Logic Toolbox, it is effectively one of

its principal constituents. In this connection, what is important to recognize is that in most

of the applications of fuzzy logic, a fuzzy logic solution is in reality a translation of a human

solution into FDCL [5]. On the other hand, the fuzzy system is based on some common

sense statements.

6.2 Fuzzy Logic process

The point of fuzzy logic is to map an input space to an output space, and the

primary mechanism for doing this is a list of if-then statements called rules. All rules are

evaluated in parallel, and the order of the rules is unimportant. The rules themselves are

useful because they refer to variables and the adjectives that describe those variables.

Before we can build a system that interprets rules, we have to define all the terms we plan

on using and the adjectives that describe them.

 Fig 6.2 Fuzzy Logic process

6.3 Design of a Fuzzy Logic Controller

According to [6], designing a fuzzy logic controller consists of the following

four steps:

1) Fuzzification: In this step the crisp inputs are transformed to fuzzy values.

2) Rule design: In this step the fuzzy output truth values are calculated.

3) Computation: In this phase the required control actions are computed.

4) Defuzzification: In this step the fuzzy output is converted back to the crisp values.

The key steps involved in designing a fuzzy logic controller were examined

[5]. They consist of, defining input and output variables, a knowledge base, fuzzy reasoning

inference and a defuzzification procedure [6].

6.4 Foundation of Fuzzy Logic

6.4.1 Fuzzy Sets

Fuzzy logic starts with the concept of a fuzzy set. A fuzzy set is a set without

a crisp, clearly defined boundary. It can contain elements with only a partial degree of

membership. To understand what a fuzzy set is, first consider what is meant by what we
might call a classical set. A classical set is a container that wholly includes or wholly

excludes any given element. For example, the set of days of the week unquestionably

includes Monday, Thursday, and Saturday. It just as unquestionably excludes butter, liberty,

and dorsal fins, and so on. We call this set a classical set because it has been around for

such a long time. It was Aristotle who first formulated the Law of the Excluded Middle,

which says X must either be in set A or in set not-A [5]. Another version runs like this. Of

any subject, one thing must be either asserted or denied. Most would agree that Saturday

and Sunday belong, but what about Friday? It feels like a part of the weekend, but somehow

it seems like it should be technically excluded. Classical or normal sets wouldn't tolerate

this kind of thing. Either you're in or you're out. Human experience suggests something

different, though: fence sitting is a part of life.

Fuzzy reasoning becomes valuable exactly when we're talking about how

people really perceive the concept weekend as opposed to a simple-minded classification

useful for accounting purposes only. More than anything else, the following statement lays

the foundations for fuzzy logic.

“In fuzzy logic, the truth of any statement becomes a matter of degree”.

Any statement can be fuzzy. The tool that fuzzy reasoning gives is the ability

to reply to a yes-no question with a not-quite-yes-or-no answer. This is the kind of thing

that humans do all the time (think how rarely you get a straight answer to a seemingly

simple question) but it is a rather new trick for computers. How does it work? Reasoning in

fuzzy logic is just a matter of generalizing the familiar yes-no (Boolean) logic. If we give

true the numerical value of 1 and false the numerical value of 0, we're saying that fuzzy

logic also permits in-between values like 0.2 and 0.7453.

6.4.2 Membership Functions

 A membership function (MF) is a curve that defines how each point in the

input space is mapped to a membership value (or degree of membership) between 0 and 1.

The input space is sometimes referred to as the universe of discourse, a fancy name for a

simple concept.

Membership Functions in the Fuzzy Logic Toolbox

The only condition a membership function must really satisfy is that it must

vary between 0 and 1. The function itself can be an arbitrary curve whose shape we can

define as a function that suits us from the point of view of simplicity, convenience, speed,

and efficiency. A classical set might be expressed as

A = {x | x > 6}

A fuzzy set is an extension of a classical set. If X is the universe of discourse and its

elements are denoted by x, then a fuzzy set A in X is defined as a set of ordered

pairs.

A = {x, µA(x) | x ∈ X}

µA(x) is called the membership function (or MF) of x in A. The membership function

maps each element of X to a membership value between 0 and 1. The Fuzzy Logic

Toolbox includes 11 built-in membership function types. These 11 functions are, in

turn, built from several basic functions: piecewise linear functions, the Gaussian

distribution function, the sigmoid curve, and quadratic and cubic polynomial curves.
 Fig 6.3 Triangular and trapezoidal membership functions

6.4.3 Logical Operations

Know let us see the term logic? The most important thing to realize about

fuzzy logical reasoning is the fact that it is a superset of standard Boolean logic. In other

words, if we keep the fuzzy values at their extremes of 1 (completely true), and 0

(completely false), standard logical operations will hold. As an example, consider the

standard truth tables in figure 6.4

 Fig 6.4 standard truth tables

Now remembering that in fuzzy logic the truth of any statement is a matter of

degree, how will these truth tables be altered? The input values can be real numbers

between 0 and 1. What function will preserve the results of the AND truth table (for

example) and also extend to all real numbers between 0 and 1? One answer is the min

operation. That is, resolve the statement A AND B, where A and B are limited to the range

(0, 1), by using the function min (A, B). Using the same reasoning, we can replace the OR

operation with the max function, so that A OR B becomes equivalent to max (A, B).

Finally, the operation NOT A becomes equivalent to the operation 1-A. Notice how the

truth table above is completely unchanged by this substitution. Moreover, since there is a

function behind the truth table rather than just the truth table itself, we can now consider

values other than 1 and 0.

Figure 6.5 uses a graph to show the same information. We've converted the

truth table to a plot of two fuzzy sets applied together to create one fuzzy set. The upper part

of the figure displays plots corresponding to the two-valued truth tables above, while the

lower part of the figure displays how the operations work over a continuously varying range

of truth values A and B according to the fuzzy operations we've defined.

 Fi

g 6.5 Graphical representation of Truth tables

Typically most fuzzy logic applications make use of AND = min, OR =

max, and NOT = additive complement operations and leave it at that. In general, however,

these functions are arbitrary to a surprising degree. The Fuzzy Logic Toolbox uses the

classical operator for the fuzzy complement as shown in the figure, but also enables you to

customize the AND and OR operators [5].

6.4.4 If-Then Rules

Fuzzy sets and fuzzy operators are the subjects and verbs of fuzzy logic.

These if-then rule statements are used to formulate the conditional statements that comprise

fuzzy logic.A single fuzzy if-then rule assumes the form

if x is A then y is B

where A and B are linguistic values defined by fuzzy sets on the ranges (universes of

discourse) X and Y, respectively. The if-part of the rule "x is A" is called the antecedent or

premise, while the then-part of the rule "y is B" is called the consequent or conclusion. An

example of such a rule might be

If service is good then tip is average

 Note that good is represented as a number between 0 and 1, and so the

antecedent is an interpretation that returns a single number between 0 and 1. On the other

hand, average is represented as a fuzzy set, and so the consequent is an assignment that

assigns the entire fuzzy set B to the output variable y. In the if-then rule, the word "is" gets

used in two entirely different ways depending on whether it appears in the antecedent or the

consequent.

In general, the input to an if-then rule is the current value for the input

variable (in this case, service) and the output is an entire fuzzy set (in this case, average).

This set will later be defuzzified, assigning one value to the output. Interpreting an if-then

rule involves distinct parts: first evaluating the antecedent (which involves fuzzifying the

input and applying any necessary fuzzy operators) and second applying that result to the

consequent (known as implication). In the case of two-valued or binary logic, if-then rules

don't present much difficulty. If the premise is true, then the conclusion is true.

In general, one rule by itself doesn't do much good. What's needed are two or more rules

that can play off one another. The output of each rule is a fuzzy set. The output fuzzy sets

for each rule are then aggregated into a single output fuzzy set.

6.5 Fuzzy Inference Systems

Fuzzy inference is the process of formulating the mapping from a given input

to an output using fuzzy logic. The mapping then provides a basis from which decisions can

be made, or patterns discerned. The process of fuzzy inference involves all of the pieces that

are described in the previous sections: membership functions, fuzzy logic operators, and if-

then rules. There are two types of fuzzy inference systems that can be implemented in the

Fuzzy Logic Toolbox: Mamdani-type and Sugeno-type. These two types of inference

systems vary somewhat in the way outputs are determined.

 The fuzzy inference diagram is the composite of all the smaller diagrams

we've been looking at so far in this section. It simultaneously displays all parts of the fuzzy

inference process we've examined. Information flows through the fuzzy inference diagram

as shown in the figure 6.6.

Fig 6.6 fuzzy inference diagram

Notice how the flow proceeds up from the inputs in the lower left, then across

each row, or rule, and then down the rule outputs to finish in the lower right. This is a very

compact way of showing everything at once, from linguistic variable fuzzification all the

way through defuzzification of the aggregate output.

6.6 Defuzzification procedure

Once the fuzzy output is computed, it must be defuzzified to a single value in

the output universe of discourse z. The most popular method is centroid of area, defined as:
Where µc(z) is the aggregated output membership function. Other defuzzification

procedures can be found in [5]. Figures 6.7, 6.8 show the example of a two ruled system

using max-min composition and max-product composition. The rule statements would be

R1: IF X IS A1 AND Y IS B1, THEN Z IS C1

R2: IF X IS A2 AND Y IS B2, THEN Z IS C2

Fig 6.7 max-min composition

Fig 6.8 max-product composition

 For both composition styles the maximum is taken from each rule resulting in

the specific area shown at the bottom of each figure. To get a crisp control output, the

centroid of the final area is found using the previous defuzzification scheme [6].

6.7 Fuzzy Logic toolbox in MATLAB

The Fuzzy Logic Toolbox is a collection of functions built on the MATLAB

numeric computing environment. It provides tools for you to create and edit fuzzy inference

systems within the framework of MATLAB, or if you prefer, you can integrate your fuzzy

systems into simulations with Simulink. You can even build stand-alone C programs that

call on fuzzy systems you build with MATLAB. This toolbox relies heavily on graphical

user interface (GUI) tools to help you accomplish your work, although you can work

entirely from the command line if you prefer.The toolbox provides three categories of tools:

1. Command line functions

2. Graphical interactive tools

3. Simulink blocks

The first category of tools is made up of functions that you can call from the

command line or from your own applications. Many of these functions are MATLAB M-

files, series of MATLAB statements that implement specialized fuzzy logic algorithms.

Secondly, the toolbox provides a number of interactive tools that let you

access many of the functions through a GUI. Together, the GUI- based tools provide an

environment for fuzzy inference system design, analysis, and implementation. The third

category of tools is a set of blocks for use with the Simulink simulation software. These are

specifically designed for high speed fuzzy logic inference in the Simulink environment.

The Fuzzy Logic Toolbox allows you to do several things, but the most

important thing it lets you do is create and edit fuzzy inference systems. You can create

these systems using graphical tools or command-line functions, or you can generate them
automatically using either clustering or adaptive neuro-fuzzy techniques. If you have access

to Simulink, you can easily test your fuzzy system in a block diagram simulation

environment. The toolbox also lets you run your own stand-alone C programs directly,

without the need for Simulink. This is made possible by a stand-alone Fuzzy Inference

Engine that reads the fuzzy systems saved from a MATLAB session. You can customize the

stand-alone engine to build fuzzy inference into your own code. All provided code is ANSI

compliant.

Fig 6.9 Fuzzy-Matlab- Simulink Integration

Because of the integrated nature of the MATLAB environment, you can create

your own tools to customize the Fuzzy Logic Toolbox or harness it with another toolbox,

such as the Control System Toolbox, Neural Network Toolbox, or Optimization Toolbox, to

mention only a few of the possibilities.

The Fuzzy Logic Toolbox is highly impressive in all respects. It makes fuzzy

logic an effective tool for the conception and design of intelligent systems. The Fuzzy Logic

Toolbox is easy to master and convenient to use. And last, but not least important, it

provides a reader-friendly and up-to-date introduction to the methodology of fuzzy logic

and its wide-ranging applications.

 What makes the Fuzzy Logic Toolbox so powerful is the fact that most of

human reasoning and concept formation is linked to the use of fuzzy rules. By providing a

systematic framework for computing with fuzzy rules, the Fuzzy Logic Toolbox greatly

amplifies the power of human reasoning. Further amplification results from the use of

MATLAB and graphical user interfaces, areas in which the Math Works has unparalled

expertise.

You can change the way any toolbox function works by copying and

renaming the M-file, then modifying your copy. You can also extend the toolbox by adding

your own M-files [5].

6.7.1 Basic structure of fuzzy logic toolbox

Although it is possible to use the Fuzzy Logic Toolbox by working strictly

from the command line, in general it is much easier to build a system graphically. This is

done by Graphical user interface (GUI) tools provided by the Fuzzy Logic Toolbox. There

are five primary GUI tools for building, editing, and observing fuzzy inference systems in

the Fuzzy Logic Toolbox:

1. Fuzzy Inference System or FIS Editor

2. Membership Function Editor

3. Rule Editor

4. Rule Viewer

5. Surface Viewer

These GUIs are dynamically linked, in that changes you make to the FIS using

one of them, can affect what you see on any of the other open GUIs [5]. You can have any

or all of them open for any given system.

 The FIS Editor displays general information about a fuzzy inference system.

There is a simple diagram at the top that shows the names of each input variable on the left,

and those of each output variable on the right. The sample membership functions shown in

the boxes are just icons and do not depict the actual shapes of the membership functions.

The block view of FIS editor can be referred from appendix.

The Membership Function Editor shares some features with the FIS Editor. In

fact, all of the five basic GUI tools have similar menu options, status lines, and Help and

Close buttons. The Membership Function Editor is the tool that lets you display and edit all

of the membership functions associated with all of the input and output variables for the

entire fuzzy inference system.

Constructing rules using the graphical Rule Editor interface is fairly self

evident. Based on the descriptions of the input and output variables defined with the FIS

Editor, the Rule Editor allows you to construct the rule statements automatically, by

clicking on and selecting one item in each input variable box, one item in each output box,

and one connection item. Choosing none as one of the variable qualities will exclude that

variable from a given rule. Choosing not under any variable name will negate the associated

quality. Rules may be changed, deleted, or added, by clicking on the appropriate button.

The Rule Viewer displays a roadmap of the whole fuzzy inference process. It

is based on the fuzzy inference diagram described in the previous section. The Rule Viewer

allows you to interpret the entire fuzzy inference process at once. The Rule Viewer also

shows how the shape of certain membership functions influences the overall result. Since it
plots every part of every rule, it can become unwieldy for particularly large systems, but, for

a relatively small number of inputs and outputs, it performs well (depending on how much

screen space you devote to it) with up to 30 rules and as many as 6 or 7 variables. The Rule

Viewer shows one calculation at a time and in great detail. In this sense, it presents a sort of

micro view of the fuzzy inference system. If you want to see the entire output surface of

your system, that is, the entire span of the output set based on the entire span of the input

set, you need to open up the Surface Viewer.

Upon opening the Surface Viewer, we are presented with a two-dimensional

curve that represents the mapping from service quality to tip amount. Since this is a one-

input one-output case, we can see the entire mapping in one plot. Two-input one-output

systems also work well, as they generate three-dimensional plots that MATLAB can adeptly

manage. When we move beyond three dimensions overall, we start to encounter trouble

displaying the results. Accordingly, the Surface Viewer is equipped with pop-up menus that

let you select any two inputs and any one output for plotting. Just below the pop-up menus

are two text input fields that let you determine how many x-axis and y-axis grid lines you

want to include. This allows you to keep the calculation time reasonable for complex

problems. Clicking the Evaluate button initiates the calculation, and the plot comes up soon

after the calculation is complete.

7.1 Road Profile
For comparison between passive and fuzzy controlled semi active suspension

system two different types of road viz. sinusoidal and step profiles are used.

7.1.1 Sinusoidal input

The sinusoidal road profile for front wheel is given by the mathematical relation.

a cos(wπt) for 0.284 ≤ t ≤ 0.4925

W=
0 otherwise
Where W is the road profile

a is a constant ( road disturbance ) set to 0.05 inorder to achieve a road

bump of 0.05,

t is time

Graphical representation of the profile is shown in the figure 7.1.

Fig 7.1 sinusoidal Road profile for front wheel

The sinusoidal road profile for the rear wheel is given by the mathematical relation.

a cos(wπt) for 1.54 ≤ t ≤ 1.749

W=
0 otherwise

Where W is the road profile

 a is a constant ( road disturbance ) set to 0.05 inorder to achieve a road

bump of 0.05,

t is time

Graphical representation of the profile is shown in the figure 7.1

Fig 7.2 sinusoidal Road profile for rear wheel

7.1.2 Step profile

For comparison purpose, a step input is considered with step height of 10 cm at

time 0.05 for front wheel. Figure 7.3 shows the step input for front wheel.

Fig 7.3 Step input for front wheel

 Step input for rear wheel is considered with step height of 10 cm at time 1.5
as shown in the figure 7.4.

Fig 7.4 Step input for Rear wheel

7.2 Test Data

For simulation purpose, the values of masses, damping coefficients and spring

constants of sprung and unsprung masses for both front and rear wheels are considered. It is

assumed that the tire act as a damper having only spring in action with no damper for

simplicity. Table 7.1 shows the assumed values for Front wheel suspensionsystem
 Table 7.1 Test data for front wheel

ELEMENT SYMBOL VALUE UNITS

Sprung mass m 600 Kg

(half of vehicle mass)

Unsprung mass m1 40 Kg

Sprung mass damping cb1 980 Ns/m

coefficient

Spring rate Kb1 17000 N/m

Tire spring rate Kw1 170000 N/m

Table 7.2 shows the test data for rear wheel and Other necessary data

used in the models are shown in table 7.3.

Table 7.2 Test data for Rear wheel

ELEMENT SYMBOL VALUE UNITS

sprung mass m 600 Kg

(half of vehicle mass)

Unsprung mass m1 40 Kg
Sprung mass damping cb2 980 Ns/m
coefficient

Spring rate Kb2 17000 N/m

Tire spring rate Kw2 170000 N/m

Table 7.3 Other data for simulation

ELEMENT SYMBOL VALUE UNITS

Equivalent Front wheel ms1 375 Kg

Sprung mass

Equivalent Rear wheel ms2 225 Kg

Sprung mass

Length of CG of vehicle L1 1.5 m

from front wheel suspension

Length of CG of vehicle L2 2.5 m

from front wheel suspension

Pitch inertia of vehicle Ib 2700 kgm²

Base Length of Vehicle L 4 m

8.1 Methodology

In actual vehicles, the fuzzy logic controller is designed in the form of a

circuit which varies current according to the fuzzy rules by receiving sprung mass velocity

and relative velocity as feedback from sensors attached both to front and rear wheels. This

current variation changes the damping coefficient of the MR damper or ER damper and thus

the damping coefficient get varied. Figure 8.1 shows the arrangement of controller in the

quarter car semiactive model. Figure 8.2 shows the flow of process in the form of flowchart.

Fig 8.1 Fuzzy controller arrangement

Fig 8.2 Flow of process

Steps involved in formulating simulink model of semiactive suspension model:

1. Design of Fuzzy Logic Controller

2. Setting this controller in Fuzzy logic controller simulink block

3. Replacing the constant damping coefficient block in half car passive simulink model

with fuzzy logic controller block, which varies the damping coefficient.

The first step viz. Design of fuzzy Logic controller is achieved by the following steps

1. Selecting the inputs, on the basis of which the controller is to be designed. This is to

be taken both for front and rear suspensions. In this work sprung mass velocity and

relative velocity are taken as inputs

2. Selecting the output to be controlled (damping coefficient for front and rear

suspensions)

3. Setting the ranges for each input and output

4. Formulating the Fuzzy rules using IF-THEN statements.

In passive simulink model the block containing damping coefficient of

passive damper is given a constant value, so there is no need for any controller like fuzzy

logic controller to be added. However in semictive suspension simulink model, the damping

coefficient is to be varied. For this reason the constant value block is removed and in its

location a block capable of varying the damping coefficient, known as Fuzzy logic block

was placed. This block takes sprung mass velocity and relative velocities as inputs and

using fuzzy logic rules (designed by the user), varies the damping coefficient which is the

output of the fuzzy block.

8.2 Controller Design

The input linguistic variables chosen for the fuzzy controller are sprung mass

velocity and the suspension velocity (relative velocity of sprung mass to unsprung mass).The

output of the controller is the damping coefficient of the variable damper. The universe of
discourse for both the input variables the sprung mass velocity and suspension velocity was

divided in to three sections with the following linguistic variables. Positive (p), zero (z) and

negative (n). The universe of discourse for the output variable, damping coefficient of the

damper, was divided in to three sections with the following linguistic variables, small (s),

medium (m) and large (l).

The objective of control is contained in the fuzzy rule base in the form of the

linguistic variables using the fuzzy conditional statement. It is composed of the antecedent

(IF clause) and the consequent (THEN-clause). For example, one of the control rules can be

stated as “If the relative velocity is negative and the sprung mass velocity is positive THEN

the damping coefficient is small”. Using these linguistic variables, a set of fuzzy rules was

developed. The fuzzy rule base consisted of 9 rules. The fuzzy reasoning inference procedure

used was max-min. The defuzzification procedure employed was bisector.

Let us see how the membership function plot for the designed first set of fuzzy

controller looks. Figure 8.3 shows the membership function with input variable body (sprung

mass) velocity. The input range is [-0.4, 0.4] and the function outputs a value between the

range [0, 1].

Fig 8.3 membership function/input/body velocity

 Figure 8.4 shows the membership function with relative velocity as input,

ranging between [-2.5, 2.5]. The output is a value (degree of membership) which lies in the

range [0, 1].

Fig 8.4 membership function/input relative velocity

Figure 8.5 illustrates the output membership function, damping coefficient with

damper range [0, 3000]. The output is a numerical value (degree of membership) between 0

and 1.

Fig 8.5 membership function/output/damping coefficient

It is to be noted that the same membership functions and rules are taken for

both front and rear Suspensions of the half car inorder to independently control the

displacement.
 The fuzzy base rule consists of nine rules. These rules are shown in table 8.1

for the first set. The results of the simulation will be discussed in the chapter results and

discussions.

Table 8.1 Fuzzy rules

Relative Velocity NEGATIVE ZERO POSITIVE

Body Velocity

NEGATIVE large medium Small

ZERO medium medium Medium

POSITIVE Small medium large

8.3 Passive simulink model

In passive suspension system, there is no external force and the damping

coefficient is not variable. Energy is dissipated by means of damper and spring. All the

simulations were done using MATLAB/SIMULINK. Simulink model is a combination of

various simulink blocks, which are coneected by means of connectors (arrows) according to

the process (mathematical relations in the present case). Simulink models may also contain

subsystems, in which certain process can be represented within a single block. Figure 8.6

shows the simulink model of passive suspension system with road input as sub system. Use

of subsystems in a model reduces the space occupied by the model and consequently

increases readability.
 The above simulink model consists of two subsystem which describes the

road profile ( figure 8.7)for both front and rear wheels.

Fig 8.7 Road profile simulink model

This road profile model consists of else action subsystem the representation

of which is shown in the figure 8.8.

Fig 8.8 Else action port

8.4 Fuzzy simulink model

For varying the coefficient of damper in semi active suspension system, fuzzy

logic controller was employed. In simulink block system, two fuzzy blocks exists, one

simply called fuzzy logic controller and the other called fuzzy logic controller with rule

viewer. The second block allows one to view the firing of rules during simulation.
 Figure 8.9 shows the simulink arrangement of semiactive suspension system
with fuzzy logic controller toolbox.
 Semiactive simulink model with fuzzy toolbox also contains road profile

subsystems as shown in the figure 8.10. The model shows one more subsystem named

“fuzzy” the details of which are shown in the figure

Fig 8.10 Fuzzy subsystem

It is to be noted that the above simulink models will also apply for step profile

simulation. However the only change is the replacement of sinusoidal road profile block

with step block.

8.5 Comparison of passive and semiactive simulink model

In order to show the relation between the passive values to that of semiactive

fuzzy logic controlled values, separate model has been considered so that the percentage

reduction of each parameters can be estimated. Figure 8.11 shows the details of the model.

It is to be noted that in this model too, two major subsystems have been used, the name

being Passive and Fuzzy system. Their block representation is shown the figures 8.6 and 8.9.
Fig 8.11 Comparison of passive and semiactive simulink model
Results and discussions

In order to make necessary comparisons between passive and semiactive

suspensions, simulations have been carried using MATLAB/SIMULINK. The results of

individual and compared simulated values are discussed.

9.1 Passive simulations

The Passive simulated values for sinusoidal input are given in the tables 9.1

and 9.2 with necessary diagrams.

Fig 9.1 passive/body displacement

Fig 9.2 Passive/Front sprung mass displacement

Fig 9.3 Passive/ front sprung mass velocity

Fig 9.4 Passive/ front sprung mass acceleration

Fig 9.5 Passive/ Front suspension travel

 Fig 9.6 Front suspension velocity

Fig 9.7 Passive/Rear sprung mass displacement

Fig 9.8 Passive/Rear sprung mass velocity

Fig 9.9 Passive/ Rear sprung mass acceleration

Fig 9.10 Passive/ Rear suspension travel

Fig 9.11 Passive/ Rear suspension velocity

 Table 9.1 Passive simulation values for front wheel

ELEMENT MAX MIN

Body displacement (m) 0.048 -0.0282

Sprung mass displacement (m) 0.0698 -0.041

Sprung mass velocity (m/s) 0.4697 -0.356

Sprung mass acceleration (m/s²) 7.108 -6.721

Suspension travel (m) 0.0846 -0.075

Table 9.2 Passive simulation values for Rear wheel

ELEMENT MAX MIN

Sprung mass displacement (m) 0.0886 -0.0432

Sprung mass velocity (m/s) 0.6672 -0.5338

 Sprung mass acceleration (m/s²) 11.25 -12.55

Suspension travel (m) 0.07925 -0.0931

9.2 Comparison of passive with fuzzy semiactive results

As can be seen from the table 9.1, the body diaplacement of the vehicle is

0.048, which is large and uncomfortable for good ride. Thus we use semi active suspension

with fuzzy lozic controller to reduce the sprung mass displacment.

We know apply fuzzy logic rules as given in section.The inputs are sprung

mass velocity and relative velocity, while the output is damping coefficient (variable). The

results are discussed in the form of plots and tables.

Fig 9.12 comprison/Front sprung mass displacement

Fig 9.13 comprison/Rear sprung mass displacement

Fig 9.14 comprison/Front sprung mass velocity

Fig 9.15 comprison/Rear sprung mass velocity

Fig 9.16 comprison/Front sprung mass acceleration

Fig 9.17 comprison/Rear sprung mass acceleration

Fig 9.18 Comparison/ Front suspension travel

 Fig 9.19 Comparison/ Rear suspension travel

Fig 9.20 Comparison/ Front suspension velocity

Fig 9.21 Comparison/ Rear suspension velocity

 Table 9.3 Comparison of passive and semiactive results

ELEMENT PASSIVE SEMI PERCENTAGE

ACTIVE REDUCTION

Body displacement 0.0762 0.03147 58.97

Front Sprung mass displacement 0.1108 0.045467 58.96

(m)

Rear Sprung mass displacement (m) 0.1318 0.05608 57.45

Front Sprung mass velocity (m/s) 0.4697 0.3491 25.67

Rear Sprung mass velocity (m/s) 0.6672 0.5087 23.76

Front Sprung mass acceleration 7.108 6.2 12.77

(m/s²)

Rear Sprung mass acceleration 11.25 10 11.11

(m/s²)

Front Suspension travel (m) 0.1596 0.1502 5.89

Rear Suspension travel (m) 0.1724 0.1497 13.167

9.3 Step comparison results

 Now, let us see the results of comparison between passive and

semiactive suspension systems using step input. The results are shown just in the form of

figures.

Fig 9.22 Step/ body displacement

Fig 9.23 Step/Front sprung mass displacement

Fig 9.24 Step/Rear sprung mass displacement

Fig 9.25 Step/Front sprung mass velocity

Fig 9.26 Step/Rear sprung mass velocity

Fig 9.27 Step/Front sprung mass acceleration

Fig 9.28 Step/Rear sprung mass acceleration

Fig 9.29 Step/ Front suspension travel

 Fig 9.30 Step/ Rear suspension travel

Fig 9.31 Step/ Front suspension velocity

Fig 9.32 Step/ Rear suspension velocity

Conclusions

1. Semiactive suspension system for half car model has been developed

using Fuzzy logic controller.

2. The proposed fuzzy logic controller with necessary rules performed well,

in terms of body displacement, velocity and accelration, thus improving

ride comfort. The vehicle body displacement reduced to 58.97%.

3. The proposed system of half car fuzzy logic controlled semi active

system helped to maintain almost same suspension travel (5.89%

reduction for front and 13.167 for rear wheel) as that of passive system.

Therefore the system is an advantage to a greater extent.

4. No increase in rattle space implies that no additional cost was spent for

damper and other accessories.

References
 1. Alessandro Giua, Carla Seatzu, Giampaolo Usai “A mixed

suspension system for a Half-car vehicle model”.

2. James C. Poynor , “Innovative Designs for Magneto-Rheological Dampers”,

Thesis submitted to the faculty of Virginia Polytechnic Institute and State

University.

3. Dixit, Ravindra Krishna, “Sliding Mode Observation and Control

for Semiactive Vehicle Suspensions”.

4. Oley D. Paz, B.S. Universidad del Zulia, “Design And Performance Of

Electric Shock Absorber”.

5. MATLAB SIMULINK User’s Guide. The MathWorks Inc., 2004.

6. Maria PERNEVAN, Mircea BĂRGLĂZAN, “Simple Action

Shock Absorber Model”, Scientific Bulletin of the Politehnica University

of Timisoara, Transactions on Mechanics Special issue,

The 6th International Conference on Hydraulic Machinery and

Hydrodynamics Timisoara, Romania, October 21 - 22, 2004.

7. Walid H. El-Aouar, “Finite Element Analysis Based Modeling of

Magneto Rheological Dampers”,

Thesis submitted to the faculty of Virginia Polytechnic Institute and State

University, September 23, 2002.

Appendix
Fuzzy Logic toolbox window (screens) in fuzzy/MATLAB
The FIS Editor in Fuzzy Logic toolbox is as shown in the figure1.

Fig 1 FIS Editor in Fuzzy/MATLAB

Fig 2 Membership function Editor

Fig 3 Rule Editor

 Fig 4 Surface Viewer

AUTHOR : V.BHANU CHANDER

CONTACT : +919052579495

Email ID : bhanu.chander1@gmail.com

Bhanu.lntecc@gmail.com