2022-01-5053

Interval Type-2 Fuzzy Control System Integrated with Neural -Network- Predictive
Control for Air Suspension System to Improve Both Ride and Braking
Characteristics.

Abstract
In this paperarticle, the performance of a controlled air suspension system is integrated with the controlled braking
system. In order to improve both ride comfort and dynamic stability, the neural network (NN)- predictive control
is designed as a system controller for the air suspension system to minimize vertical, pitch, and roll motions. The
rate of controlled force generated by the air suspension system is changed according to external excitation
transmitted from road roughness to the vehicle body. PID controller is designed for the anti-lock braking system
(ABS) to improve braking performance. Interval type-2 fuzzy control system (IT-2FCS) is also designed as an

integrated controller to generate desired paths for both the NN- predictive controller and PID controller. Desired

paths are achieved based on tuned dynamic responses of the vehicle suspension system and the relative skid ratio.
Pneumatic suspension system with tuned desired paths is compared with both pneumatic suspension system

without tuned and passive suspension system. The influence of the desired path on the controlled air suspension
system is appeared described based on the main performance criteria analyzed under bump road in the time

domain and random excitation in the frequency domain. The influence of the desired path on the controlled ABS
is also appeared described based on reduction ofed both stopping distance and stopping time with minimized

fluctuation of wheel hop under different conditions. The effect of wheel hop on vehicle longitudinal stability is

described based on integrated model including the suspension model, magic formula tire model, and ABS model.
The simulation results reveal that tuned desired paths of the IT-2FCS for both controlled pneumatic suspension
system and controlled braking system are capable to of achieveing ride comfort and safety higher than other
proposed systems. Also, tire–-ground contact point and braking efficiency based on the dynamic tire load as an
integrated performance are improved, significanitlysignificantly.

Introduction
Many challenges are posed on the suspension design in order to improve vehicle dynamic performance. Vehicle
suspension should achieve optimal solutions in terms of ride comfort, handling performance, directional stability,
roll stability, design space, road-friendliness, braking/traction performance, and fuel economy. Recently,
pneumatic suspension systems are commonly used compared with other developing controllable suspension
systems because they have many advantages such as road- friendliness, and constant suspension frequency [1].
The performance of a pneumatic suspension system depends on the quantity of active air inside a balloon. This
quantity is increased or decreased to minimize vertical disturbances generated by uneven roads according to adjust
air spring stiffness. So, the conflict between ride comfort and road handling is a compromise. Both spring rate and
damping rate can be adjusted electronically based on air suspension controller design to overcome driving
conditions with which fits the driver’s intents. [2]. An air suspension system is developed based on nonlinear
adaptive sliding mode control to enhance both ride comfort and road holding ability compared with the passive
suspension system [3]. It is used as a system controller of sliding mode control based on different road conditions
to overcome uncertainties and nonlinearities [4]. Vehicle comfort level under road conditions is highly developed
due to controllable air spring -tuned stiffness [5, 6].
In order to tune stiffness, several control techniques are applied for the air suspensions to isolate the vehicle body

from the rough road surfaces [7]. Model predictive controller has been used to achieve the optimal rate of
evenness distribution with payloads, and the dynamic characteristics of air suspension are considered [8]. It is
effective to increase both ride comfort and vehicle dynamic stability compared with proportional -integral -
derivative (PID) control. The strategy of adaptive robust controller based on the backstepping system is compared
with the hybrid model predictive controller [9]. Hybrid synchronization predictive controller can achieve the
desired height in 2 sec for both leveling up and lowering down [10]. The stiffness of the air suspension system can

be tuned based on changing the gas between two different balloons [11]. The air spring can be changed modes
based on increased air pressure in both balloons to make the system stiffer or remove excessive air to a reservoir to
make the system soft.
Pneumatic suspension systems have unique advantages, such as variable load capacity, constant natural frequency,
lightweight, and adjustable ride height. Fuzzy control has been used to design a system controller for a pneumatic

suspension system to develop suspension performance significantly [12], [13]. The performance of the air
suspension system based on a designed fuzzy controller is evaluated compared with that evaluated based on a
designed fuzzy controller augmented with a neuro-fuzzy inference system [14]. Optimal rules are evaluated based
on a genetic algorithm (GA) [15]. Damping force is adjusted compared with the desired force based on tuned error

[16]. Damping coefficients of the air suspension system are also adjusted to improve both ride comfort and road -

friendliness [17]. Pulse width modulation method is integrated with the fuzzy controller to adjust ride height [18].
Longitudinal slip can be minimized based on an anti-lock braking control system (ABS) based on operational
sense to maximize the contact patch between the tire and the road. Fuzzy system as an integrated controller is

designed to improve braking and ride performances [19], [20], [21]. Both stopping distance and stopping time of

braking performance are improved significantly. Some issues may appear in the fuzzy system as a system
controller or integrated controller. They are similar premises within the universe of discourse with various
conclusions, uncertainty, and the large cluster -data space creating an un-accurate design [22]. In order to solve

these issues, an interval type-2 fuzzy control system (IT-2FCS) has been used [23], [24], and this strategy is also
designed to deal with both nonlinearity and uncertainty based on adopted lower and upper bounds of membership

functions [25]. A Preview IT-2FCS is also designed as a system controller with the force distribution control
system to improve ride comfort during brake [26]. However, air suspension systems are still rare in automotive
applications, because the dynamic behaviors depend on the responses of their controllers' design.
The above-mentioned works have not discovered the effect of an integrated controller on the dynamic behavior of
both air suspension control and braking control systems. The controller design for the pneumatic suspension
system based on the neural network- predictive control technique used to minimize vertical vibration transmitted
from the uneven road to the vehicle body is the goal of this work. The IT-2FCS as the integrated controller to
generate desired tracks for both the air suspension system controller and the ABS controller is also designed. The
neural network (NN) -predictive control controller has generated a self-tuning signal for the pneumatic control
valve to adapt controlled force of air spring based on the first desired track evaluated according to dynamic
responses of the suspension system. The PID controller has also generated a self-tuning signal for the ABS
modulator based on the second desired track evaluated according to the skidding rate during brake. Proportional,
integral, and derivative gains of the PID controller are estimated by the genetic algorithm optimization technique.
The suspension performance, brake performance, and integrated performance are discovered. The IT-2FCS is used
as an integrated controller because it is capable to of overcominge uncertainties and external disturbances
generated by road roughnesses very well.

Full Vehicle Suspension Model

The mathematical model of a full vehicle suspension system with four air springs is shown in
Figure 1. Vertical (Zg), pitch (Ɵ), and roll (β) motions are three-degrees-of-freedom of
sprung mass. The sprung mass is linked with four wheels (unsprung masses) as rigid bodies.
Vertical displacements of sprung mass for each wheel are Z S 1 , Z S 2 , Z S 3 ,∧Z S 4 . Vertical
displacements of un-sprung masses are Z w1 , Z w 2 , Z w 3 ,∧Z w 4. The excitations of road input
for left and right front wheels are x f 1∧x f 2. The excitations of road input for left and right
rear wheels are x r 3∧x r 4, respectively.
In order to obtain the equations of motion of both sprung and unsprung masses, Newton’s second law can be
applied as follows:
 Motions of sprung mass can be described by
¨
M b Zg=−F airspring1 −C s 1 ( Ż S 1− Ż w1 )

−F airspring 2−C s 2 ( Ż S 2− Ż w 2 )
−F airspring 3−C s 3 ( Ż S 3− Ż w 3 )
−F airspring 4−C s 4 ( Ż S 4 − Ż w 4 ) (1)

J ɵ Ɵ̈=L1 [ Fairspring 1 +C s 1 ( Ż S 1− Ż w 1 ) ]

+ L1 [ Fairspring 2 +C s 2 ( Ż S 2− Ż w 2 ) ]

−L2 [ F airspring 3 +C s 3 ( Ż S 3 −Ż w 3 ) ]

−L2 [ F airspring 4 +C s 4 ( Ż S 4− Ż w 4 ) ] (2)

−B
J β β̈=
2
[ Fairspring 1 +C s 1 ( Ż S 1− Ż w 1 ) ]
+B
2 [ airspring2 s 2 S 2
F +C ( Ż −Ż w 2 ) ]

−B
2 [ airspring3 s 3 S 3
F +C ( Ż − Ż w3 ) ]

+B
2
[ F airspring 4 +C s 4 ( Ż S 4− Ż w 4 ) ] (3)
 Motions of unsprung masses can be described by

M w 1 Z̈ w 1=F airspring1 +C s 1 ( Ż S 1− Ż w 1 ) −K t 1 ( Z w 1−x f 1) (4)

M w 2 Z̈ w 2=F airspring2 +C s 2 ( Ż S 2 −Ż w 2 ) −K t 2 ( Z w2− x f 2 ) (5)
M w 3 Z̈ w 3=F airspring 3+C s 3 ( Ż S 3− Ż w3 ) −K t 3 ( Z w 3−x r 3 ) (6)
M w 4 Z̈ w 4 =F airspring 4 +C s 4 ( Ż S 4− Ż w 4 ) −K t 4 ( Z w 4−x r 4 ) (7)
[
Wwhere:

B
Ż S 1=Ż g−L1 Ɵ̇+ β̇
2
B
Ż S 2 =Ż g−L1 Ɵ̇− β̇
2
(8)
B
Ż S 3= Ż g + L2 Ɵ̇+ β̇
2
B
Ż S 4= Ż g + L2 Ɵ̇− β̇
2

From the above equations, the parameters can be described as follows: M b is the body (sprung) mass,

J ɵ is the pitch mass moment of inertia, J β is the roll mass moment of inertia, Ɵ is the pitch angular
displacement, β is the roll angular displacement, L1 is the distance from the front axle to the mass

center of gravity (C.G), L2 is the distance from the rear axle to the mass C.Gcenter of gravity (C.G), L

is the vehicle wheelbase, and B is the vehicle track, M w 1 , M w 2 , M w 3 ,∧M w 4 are the un-sprung

masses , K t 1 , K t 2 , K t 3 ,∧K t 4 are the stiffness coefficients of the suspension system, and the

damping coefficients of suspension system are C s 1 , C s 2 ,C s 3 ,∧C s 4 , respectively.

Figure 1 Suspension model installed with four air springs.
Also, Figure 2 shows the force generated by controlled air spring ( F airspringi) for each wheel, which is described
as follows:

F airspringi =F si + F Vi+ F di i=( 1,2,3,4 ) (9)

The static force ( F si ¿ [15] can be rewritten as

n po A2efi
F si =K s 1 i ( Z Si −Z wi ) = ( Z Si−Z wi ) (10)
( V´Ro + V´Ri )
The vertical viscous force ( F Vi) [15] is also written as
β
F Vi=K s 2 i ( Z Si −Z zi ) =C zi|Ż zi| sign( Ż zi )+ M ai Z̈ zi (11)

Equation (11) can be rewritten as

β
M ai Z̈ zi =K s 2i ( Z Si −Z zi ) −C zi|Ż zi| sign( Ż zi ) (12)

K s 2 i , C zi , and M ai parameters can be identified as

n p o A 2efi V´Ri
K s 2 i=
( V´Ro + V´Ri ) V´Ro

( V´Ro
)
1+ β
A efi
C zi =b si ×
A s ( V´Ro+ V´Ri )

( )
Aefi V´Ro 2

M ai = A s l s ρ ×
As ( V´Ro + V´Ri)
 1
b si = ρ bst A s
2
b st =b fr +b en +bc +b b
Figure 2 A single unit of the proposed air suspension system for each wheel.
Wwhere:i is the number of wheel, n is the polytropic coefficient, po is the initial pressure inside the air bag , P Ro
is the initial absolute air spring pressure, P Ri is the pressure inside balloon,V´Ro is the initial volume of the

reservoir,V´Ri is the initial volume inside the balloon, Aefi is the effective area, b si is calculated from the air

damping occuroccurring in all systems, A s is the pipeline cross -sectional area, l s is the length of the surge pipe,
ρ is the air density, b st is the total loss coefficient, b st is the loss coefficient including friction (b fr ), enlargement (
b en), contraction (b c), and bends in the pipe (b b) [27], and ( Z Si −Z wi ) is the relative displacement between
sprung mass and un-sprung mass for each wheel.
In real case, the relative displacement can be measured by the displacement transducer. The air spring stiffness can
be changed based on the applied control signal for the electromagnetic control valve as shown in Figure 2. This
valve consists of two paths: (P-A) and (B-T). The main path (P-A) is used to add volume into the air balloon from
a reservoir volume, and the path (B-T) is used to return excessive volume into a reservoir. These paths are opened
or closed according to signal (udi ) evaluated by the air spring controller based on relative displacement between
sprung mass and un-sprung masses. Both a new airbag volume and a new reservoir volume based on the
polytropic process after the defecation can be evaluated by

V Ri=V´Ri− A efi ( Z Si −Z wi ) + A s Z zi (13)

and

V Ro=V´Ro −A s Z zi (14)

The controlled rate of F airspringi is depending on the F di [15] and can be expressed as follows:
A efi β 1 +β
F di =udi ( ) |Ż zi| sign( Ż zi ) (15)
As
Wwhere, udi is the control signals generated by NN- predictive controller.
The vibration control system using air springs for vehicle wheels can be written in a state–-space form as:

Ẋ ( t )= A X O ( t )+ B W O ( t ) + D F airspringi ( t ) (16)
, and output

y ( t ) =C X ( t )+Q W O ( t ) (17)
By defining the state vector as
 [ ]
F airspring1
F
Xo ( t )14 ×1=¿ , the control input vector as F airspringi ( t )4 ×1= airspring2 , and the disturbance vector as
F airspring3
F airspring 4

[]
xf 1
W O ( t )4 ×1 = x f 2 .
xr 3
xr 4
The structural characteristics of the vehicle are constrained by the amount of suspension working spaces within
certain limits. The suspension working spaces between sprung mass and un-sprung masses can be defined by

Z1 =( Z S 1−Z w 1 ), Z2 =( Z S 2−Z w2 ), Z3 =( Z S 3−Z w3 ) , and Z 4=( Z S 4 −Z w 4 ), respectively. As well as

Z5 =( Z w1−x f 1 ), Z6 =( Z w2 −x f 2 ), Z7 =( Z w3 −x r 3 ) , and Z 8=( Z w 4−x r 4 ) are described as the relative

displacements between un-sprung masses and external excitation generated by road roughness.

Here,: A ∈ R14 × 14 is the system matrix, B∈ R14 × 4 is the disturbance matrix, D ∈ R14 × 4 is the control
input matrix, and C and Q are the output matrices, respectively.
In this work, two inputs in NN -predictive controller to generate the output signals (udi =u d 1 ,u d 2, ud 3 , ud 4 ¿
are road excitation and the signal generated by the fuzzy system as a master controller as shown in Figure 3. The
neural network (NN) -predictive controller can be used to improve ride comfort with an optimal rate of dynamic
stability based on two steps. The identification of suspension dynamic responses by NN is created as a first step.
Next, the identification model can be used by predictive control to evaluate controlled signal.
Figure 3 Controlled air suspension system.
From Figure 3, the relative displacement identification process of suspension system can be considered as

[ ( Z Si−Z wi ) ( T +1 ) ]=f ( ( Z Si−Z wi ) (T −1 ) , ( Z Si−Z wi ) ( T −2 ) , … , ( Z Si−Z wi ) (T −n( Z −Z ) )

Z i ( t ) (T −d−1 ) , Z i ( t ) (T −d−2 ) , … , Z i ( t ) ( T −d−nZ ) i
Si wi

) (18)

The relative displacement of suspension system can be identified based on NN design as follows:.

(
Z^ − Z^ ( T −1 ) , ( ^
([ Z^Si− Z^wi ) ( T +1 ) ]= f^ ( Si wi )
Z Si− ^ Z wi ) ( T −2 ) ,… , ( Z^Si − Z^wi ) ( T −n( Z − Z ) )
Z i ( t ) (T −d−1 ) , Z i ( t ) (T −d−2 ) , … , Z i ( t ) ( T −d−nZ ) i
Si wi

)
( (∑ ) )
q m
¿G ∑ vjg wlJ Z i +b 1 J +b 2 (19)
J =0 l=0

wWhere: the time delay of input excitation is denoted by d , n( Z Si −Z wi ) and n Z i are the orders of both

relative displacement between sprung mass and un-sprung mass for each wheel and input excitation,
the adjustable parameters of NN are denoted by v j , w lJ , b1 J ,∧b2 . The number of the nodes in the
hidden and input layer are denoted by q ,∧m, respectively.

The training data can be achieved based on sets of inputs Zi ( t ) , and corresponding desired outputs ( Z Si −Z wi ).
These sets are specified as follows:.
Z ={[ Z i ( T ) , ( Z Si −Z wi ) ( T ) ] T =1 , … . , N }
N
(20)

wWhere: the number of the samples in training sets is N .

The training data can be used to determine the NN mapping based on the number of sets according to possible

weights. Thereby, the output generated by the NN [ ( Z^Si− ^

Z wi ) ( T + 1 )] is as same as the sensation produced by
the suspension system [( Z Si −Z wi ) ( T +1 ) ], and the error between them is settled by the backpropagation

training algorithm to minimize the following criterion.

N
1
∑ [ ( Z Si−Z wi ) ( T )−( ^ Z wi ) ( T|θ ) ] × [ ( Z Si −Z wi ) ( T )−( Z^Si − Z^wi ) ( T |θ ) ]
T
G N= Z Si − ^ (21)
2N i=1

θ=arg minG N (22)

θ( τ +1)=θ( τ )+ μ (τ ) S( τ ) (23)

Wwhere: the vector of trainable parameters can be denoted by θ , the current iterate can be denoted by

θ( τ ), the search direction and the step size are denoted by S( τ ) and μ( τ ), respectively.
The future output of the air suspension system and minimizinge a cost function are the main objectives of the
predictive control strategy. The cost function as a quadratic form of the predictive control algorithm can be
described in order to obtain the optimum control input applied for the non-linear air suspension as follows.

[ ]
N2 Nu

J G = ∑ ( Z Si −Z wi ) ( K +1 )−R ( K + τ ) + ρ ∑ ( Z^i ( K +τ −1 )− ^
Zi ( K +τ −2 ) )
2 2
(24)
τ= N 1 τ=1

With requirement as follows

udi ( K +τ −1 )=N 2 ≤ τ ≪ N u (25)

The constraints of command control signal are described as

udi min ≤ ( K +τ ) ≤ udi max (26)

The output sequence of the optimal controller is obtained over the prediction horizon by minimizing the cost
function and is achieved according to the following equation.

[ ]
u di ( K +d )
udi ( K +d + N 1−1 )
∂JG .
= (27)
∂φ .
.
udi ( K +d + N u−1 )
To design the NN- predictive controller for the air suspension system, the parameters listed in Table 1(a)-(b) are
calibrated. These parameters are NN -predictive controller as a first block to estimate the equation (27) and
suspension identification to estimate the equation (19) as a second block.
Table 1(a). NN- predictive control
Parameter Symbol Value (unit)
Cost horizon N2 90 (--)

Control horizon Nu 20 (--)

Control weighting factor ρ 0.009 (--)

Search parameter α 0.021(--)

Minimization routine csrchbac --

Iterations per sample time -- 10 (--)

Table 1(b). Suspension identification

Network architecture
Parameter Value Parameter Value
Size of hidden layer 9 No. delayed plant inputs 7
Sampling interval (s) 0.1 No. delayed plant outputs 7
Training data
Parameter Value Parameter Value
Training samples 8000 Maximum plant input 8
Minimum plant input 4 Maximum interval (s) 20
Minimum interval (s) 5 Minimum plant output 20
Training parameters
Epochs 1000 Training function trainlm

Anti-Llock Braking System

The vehicle dynamic in longitudinal motion is dependsing on the angular rotation as shown in Figure 4 [31]
generated by the equation presented by

J w ω̇ wi=( F xi−Rr ) × Rw −T b (28)

Wwhere: J w is the wheel mass moment of inertia,ω̇ wi is the angular rotational speed of the wheel, F xi is the force

generated in the longitudinal direction between tire and road based on wheel angular rotational, R r is the rolling

resistance, Rw is the wheel radius, and T b is the braking torque from the brake aligning.
Magic fFormula tire model [30] can be used to estimate F xi according to the following equations:
F xi (Si , F Zi )=ε sin { ε 1 arctan [ ε 2 Si−ε 3 ( ε 1 S i−arctan ε 1 Si ) ] } (29)
2
ε =−21.3 × F Zi +740 × F Zi (30)

ε 1=1.8 (31)
2
49.6 × F Zi +226 × F Zi
ε 2= −0.29 ×F zi (32)
ε 1 ×ε × e
2
ε 3=−0.006 × F Zi + 0.056 × F Zi +0.486 (33)
The tires normal loads for all wheels ( F Zi) [21] is computed by

¨ M wi Z̈ wi (34)
F Zi= ( M b+ M wi ) 9.81+ M b Zg+
Wwhere: Si = ( 1,2,3,4 ) is the relative skid ratio (%), F Zi is the normal load transmitted by the suspension
system, ε is the stiffness factor, ε 1 is the shape factor, ε 2 is the peak factor, and ε 3 is the curvature factor.

The Si, when a driving torque is applied, is defined as

 U xi / R
Si=1− (35)
ω wi
The Rr can be expressed as
M b + M wi
Rr = ×fr (36)
g
−6 2
f r=0.007+0.45 ×10 ×U xi (37)
The T b can be expressed as

T b=μ B × A o ×n × R d × p (38)

Wwhere: f r is the rolling resistance coefficient, μ B is the disk brake coefficient of friction, Ao is the brake wheel
cylinder area,n is the number of friction surfaces, Rd is the effective brake radius, and p is the actual applied
braking pressure.
Also, the linear deceleration can be expressed as
dUx
( M b + M wi ) × =F xi −∑ R (39)
dt
The total resistance ( ∑ R ) depends on the square of the speed and is described in this work by drag resistance (
Ra ) and rolling resistance ( Rr ). It can be expressed as
ρ
∑ R=Ra + Rr = 2 ×C d × A f ×U x2+ R r (40)

A f =1.6+ 0.00056 [ ( M b + M wi ) −765 ) (41)

Wwhere: mass density of the air can be defined by ρ , coefficient of aerodynamic resistance can be defined by C d,
characteristic area of the vehicle can be defined by A f , and γ b is an equivalent mass factor that is depending on
the mass moments of inertia of the rotating components involved during braking.
Figure 4 Anti-Llock braking system (ABS).
The Sdi [32] according to the range from a final speed U xf to an initial speed U xi can be expressed as follows:.
U xi

Sdi =∫ γ b ׿ ¿ ¿ (42)
U xf

Braking efficiency can be used to indicate the available coefficient of road adhesion. It can be defined as the ratio
of the maximum deceleration rate to the coefficient of road adhesion and can be expressed as follows:
 In longitudinal direction

ƛ =
( dt × g )
dU x
(43)
bx
μ
dUx
If <μ , then ƛ bx <1.0 ; in this case, the deceleration is less than the maximum available; resulting in an
dt × g
unnecessarily long stopping distance.
Assuming the lateral acceleration is neglected. The dynamic load ( R f 1 , R f 2 , Rr 3 , Rr 4 ¿ at each wheel based on

longitudinal acceleration according to normal load ( F Zi ¿ transmitted by the suspension system can be expressed
as follows:

( )
dUx
Z¨s 1 × L2 ×h
dt (44)
R f 1=M b × −
L1 + L2 L1 + L2

( )
dUx
¨ ×h
Z s 1 × L2 dt (45)
R f 2=M b × −
L1 + L2 L1 + L2

( )
d Ux
×h
Z¨s 1 × L1 dt (46)
R f 3=M b × +
L1 + L2 L1 + L2

( )
dUx
×h
Z¨s 1 × L1 dt (47)
R f 4= M b × +
L1 + L 2 L 1 + L2
According to Figure 4, the desired braking torque can be calculated based on the desired pressure at the time (t)
according to the error signal. It can be estimated by
T b ¿ desired =μ B × A o × n × Rd × R k (48)

Error signal( Es)=0.2−Si (49)

From equation (49), tThe Rk is the desired pressure at time (t) and is calculated based on the equation described
as follows:
−ts −ts
Rk ( t+ t st )=Es td × R k ( t )−(Es td −1)× p f (t ) (50)
pf (t) is obtained as a solution to
pf ( t +t s ) =p f ( t )+ u^ si × R k ( t ) (51)

Wwhere:t s is the sampling time,t d is the time lag, and u

^ si is the signal generated by fuzzy controller.
PID controller presented in Figure 5 is used for anti-lock braking system (ABS) to reduce relative skid ratio

according to actual control tracking (u si) evaluated based on fuzzy desired control tracking (u
^ si ( t ) ) described in
next section. The performance of this controller can be adapted according to the parameters presented in the
equation as follows:.
t
d u^ si ( t )
u si= K P × u^ si ( t )+ K I ×∫ u^ si ( t ) dt + K D × (52)
0 dt
Wwhere: K P is the proportional gain and is used to adjust rise time, K I is the integral gain and is used to adjust
overshoot, and K D is the derivative gain and is used to adjust settling time.

Figure 5 PID controller used for ABS.

Integrated Control
Figure 6 shows the integrated control designed to achieve tracking paths for both suspension and braking systems
in order to obtain optimal performances. It consists of interval type-2 fuzzy control system (IT-2FCS), a NN-
predictive controller, and a PID controller. The IT-2 FCS generates the desired tracks based on both the dynamic
responses of the suspension system and the relative skid ratio evaluated by longitudinal dynamic motion during
braking. Both the NN- predictive controller and the PID controller are designed to evaluate the actual tracks for
the suspension system and braking system based on desired tracks. Thereby, the optimal rate of the controlled air
spring can be achieved and the skidding distance during braking can be minimized. In this work, the following
assumptions are considered:(1) Llateral tire force, steering input, and yaw rate are neglected; (2) Tthe vertical and
longitudinal motions have been considered and lateral motion is neglected; (3) Tthe maneuverability of the vehicle
is neglected.
Figure 6 Integrated control of both air suspension and braking systems.
Both uncertainties and nonlinearity can overcome according to optimal output signals of an IT-2FCS [12, 22]. The
IT-2FCS is created of fuzzifier, rule -base, inference engine, type -reducer, and de-fuzzifier. The IT-2FCS
processes can be described as follows.:
Fuzzifier process
The linguistic variables of input fuzzy sets are specified as five-member functions (MFs). These variables are
described in the interval [-1, 1] and the actual intervals are described by the scaling factors φ∧φ1 , respectively.
The MFs of the fuzzifier process as shown in Figure 7(a)-(b) are and defined as:

NS UL ( Negative Small upper

lower ) , NM L ( Negative Mediumlower ) ,
U upper

ZE UL ( Zero upper
lower ), PM L ( Postive Medium lower ) ,
U upper

¿ PB L ( Postive Big lower ) .

U upper

~
Universal of discourses ( X di ) and
~ of the MFs can be changed between these variables according to the
X si
parameters presented in the equations as follows:
For air suspension system

~ μ~X (x di , udi )
X di =∫ x ∈ D ∫ u i
(53-a)
i ~
x di ∈ J x
(x di , udi )
For brake system

~ μ~X (x si ,u si )
X si=∫ x ∈ D ∫ u i
(53-b)
i ~x si ∈J x
(x si ,u si )
Wwhere: ∬ mean the union overall admissible x di , x si ,udi, and u si, J x can be referred to the primary
membership functions of x i, and μ~
X i ( x i , ui) are referred to as the second sets.

d ( Z Si −Z wi )
Figure 7(a) MFs of the input variables:( Z Si −Z wi ), and .
dt
d Si
Figure 7(b) MFs of the input variables: Si , and .
dt
Rule -Base process
The rules used to generate ( u
^ di ) and (u^ si) control signals are illustrated in Table 2(a)-(b). The fuzzy inputs
d ( Z Si −Z wi )
( Z Si−Z wi ) and denote the suspension working spaces and the relative velocities between sprung
dt
d Si
mass and un-sprung masses while the Si and denote the longitudinal skid ratio and its differential.
dt
U
^ di L
Table 2(a). Rule-B base to generate suspension controlleru

u^ di UL NS UL NM UL ZE UL PM UL PB UL
U U U U U U
NS L NS L NS L NS L NM L ZEL
NM UL NS UL NSUL NM UL ZE UL PM UL
U U U U U U
ZEL NS L NM L ZE L PM L PB L
U U U U U U
PM L NM L ZE L PM L PB L PB L
U U U U U U
PB L ZE L PM L PB L PB L PB L
U
^ SiL
Table 2(b). Rule -Bbase to generate braking controller u
U U U U U U
u^ SiL NS L NM L ZE L PM L PB L
U U U U U U
NS L NS L NS L NS L NM L PB L
NM UL NS UL NSUL NM UL ZE UL PB UL
U U U U U U
ZEL NS L NM L ZE L PM L PB L
U U U U U U
PM L NS L NM L PM L PB L PB L
U U U U U U
PB L NS L NM L PB L PB L PB L

Inference Engine
The mapping generated from the input type-2 fuzzy sets to the output type-2 fuzzy sets based on rule -base can be
managed according to inference engine process.

Type-Reducer Process
~ n and upper ~ n values with corresponding rules can be used to achieve the
The combination between lower Xi Xi
type-reducer process. This process can be defined based on desired paths of the suspension and braking systems
according to equations listed as follows:
N

∑~
X ni ~
x ni
n ~n
u^ di ( X i )=¿ u^ di ∈ u^ di [ x 1 , … , x i] N =¿ [ u^ di u^ di ] ¿
n n n=1 n n
(54)
∑~
X ni
n=1
 N

∑ ~X ni ~x ni
n ~n
u^ si ( X i )=¿ u^ si ∈ u^ si [x 1 ,… , x i ] N =¿ [ u^ si u^ si ] ¿
n n n=1 n n
(55)
∑~n
Xi
n=1

The lower and upper outputs of MFs can describe in terms [ u^ din u^ di n∧u^ sin u^ si n ] as follows:
L N

∑ ~x ni ~ n
Xi + ∑ ~n ~n
xi X i
u^ di n= n=1 L n=L+1
N
(56)
∑~ n
Xi + ∑ ~n
Xi
n=1 n=L+1

q N

∑ ~x in ~
X ni + ∑ x in ~
~ X in
u^ di n= n=1 q
n=L+1
N
(57)
∑~n
Xi + ∑ ~n
Xi
n=1 n= L+1
L N

∑ ~x ni ~
X in + ∑ x ni ~
~ X ni
u^ sin= n=1 L n=L+1
N
(58)
∑~
X in + ∑ ~
X ni
n=1 n=L+1

L N

∑ ~x ni ~
X in + ∑ x ni ~
~ X ni
n n=1 n=L+1
u^ si = L N
(59)
∑~
X in + ∑ ~
X ni
n=1 n=L+1

Wwhere: L and q are the switching points which can be found by the Karnik-–Mendel (KM) iterative
algorithms.
Defuzzifier-Fuzzifier process
The defuzzifier-fuzzifier process is used to generate the desired tracks in order to achieve optimal performances in
both suspension and braking systems. It is adjusted by the scaling factors φ 2∧φ3 , and can describe for each
wheel according to the equations as follows:

u^ di n + u^ di n
u^ di ( u^ d 1 , u^ d 2 , u^ d 3 , u^ d 4 )= (60)
2
n n
u^ si + u^ si
u^ si ( u^ s 1 , u^ s 2 , u^ s 3 , u^ s 4 ) = (61)
2

Road Profiles
Two types of road excitations are chosen to evaluate the effect of control characteristics on the air spring to
dissipate vertical vibration. The first type of bump road excitation can be used to reveal the transient response
characteristic of the suspension performance in the time domain. The items including peak response, settling time,
and the steady-state error can be discovered according to this excitation. The mathematical model of this
excitation is the same as that in [28] and listed in the equations as follows:
x f 1 ( t ) =∀ b [ 1−cos ( ρr ×t ) ] (62a)

xf 1 ( t )
xf 2 (t )= (62b)
2
x r 3 ( t )=∀ b ¿ (63a)

xr 3 ( t )
x r 4 ( t )= (63b)
2
Wwhere: L is the vehicle wheelbase and is defined as the distance from the front wheels to the rear wheels, and
km
assuming the longitudinal motion can travel at constant velocity U x =3.08 [28]. ∀ b is the height of half
h
2 π ×U x
bump and is equal 0.035 m, ρ r = ,and D is the width of the bump and is equal 0.8 m . The road
D
disturbances to the left and right wheels are applied with different amplitude to excite the roll motion
of the vehicle [29].
The second type of road excitation can be used to evaluate the suspension performance in the frequency domain

[22]. It is used to describe the road profile in the actual case. Also, the equation characterizing the random road
disturbance can be listed as follows:

ẋ f 1 ( t ) =U xi ∂Oi −ρU xi x f 1 (64a)

ẋ f 1 ( t )
ẋ f 2 ( t ) = (64b)
2
ẋ r 3 ( t )=U xi ∂Oi− ρU xi x r 3 (64c)

ẋ f 3 ( t )
ẋ f 4 ( t )= (64d)
2

Wwhere:∂Oi is white noise which depends on the intensity of2 σ

2
ρU xi . ρ=0.45 ( m1 ) and σ 2=300 mm2

are constant parameters, which are chosen based on vehicle traveling on a paved road during a constant speed.

Results and Discussions

The results based on the proposed integrated controller between the suspension system and ABS are presented by
MATLAB/SIMULINK software program. The parameters used to simulate vehicle performance are listed in
Table 3 [8]. The IT-2FCS is used as a master controller to adjust input signals for both the suspension controller
and ABS controller. The master controller can be used to minimize the lag time between controlled signals and the
performances generated by mechanical systems. The vehicle behavior under different excitations of the road with
applied brake is investigated to evaluate the effectiveness of the master controller on ride comfort, dynamic
stability, stopping distance, and stopping time. From Figure 6, the simulation results in this section can be divided
into three parts: (a) suspension performance, (b) brake performance, and (c) integrated performance. The main
dynamic criteria used in vehicle design are compared to describe suspension performance based on ride comfort
and dynamic stability. The stopping distance and stopping time are used to describe brake performance. Also, the
tire–-ground contact point during braking for each wheel based on the dynamic load and braking efficiency are
used to describe integrated performance.
Table 3. The values of vehicle parameters
Parameter Symbol Value
Body (sprung) mass Mb 1314 kg

Pitch mass moment of inertia Jɵ 2122 kg.m

2

Roll mass moment of inertia Jβ 493 kg.m

2

Un-sprung masses of front wheel Mw1, Mw2 30 kg

Un-sprung masses of rear wheel Mw3 ,Mw4 20 kg

Distance from the front axle to the C.G L1 1.062 m

Distance from the rear axle to the C.G L2 1.638 m

Half of the distance between the left and right wheel B 0.7775 m

2
Damping coefficients of the front wheel Cs1, Cs2 2450 N.s.m−
1

Damping coefficients of the rear wheel C s 3 ,C s 4 1893 Ns.m−

1

TyreTire stiffnesses of the front wheel Kt1 , Kt2 268 KN. m−

1

TyreTire stiffnesses of the rear wheel Kt3 , Kt 4 268 KN. m−

1

1. Suspension Performance
A- Suspension Performance Under Bump Road Excitation
To validate the effectiveness of the designed IT-2FCS as the master controller and evaluate various suspension
performances, three cases of vibration control are compared. These cases are listed as follows: (a) passive
suspension system (passive), (b) pneumatic suspension system without tuning desired signal (controlled/tuning),
(c) pneumatic suspension system with tuning desired signal (controlled by tuning).
Passive suspension means that the stiffness coefficient of the conventional spring ( K Pi ¿ is equal to 65 KN/ m,

and the damping generated by conventional oil damper (C s i ¿ is equal to 11,085 Ns/m for each wheel [33].

Controlled/tuning suspension means that the F airspringi of air spring is evalated by equation (9) based on NN-
predictive controller without tuning desired signal, and the damping generated by conventional oil damper is equal
to 11,085 Ns/m for each wheel.
Controlled by tuning suspension means that the F airspringi of air spring is evalatedevaluated by equation (9) based
on tuning desired signal integrated with NN -predictive controller, and the damping generated by conventional oil
damper is equal to 11,085 Ns/m for each wheel. Passive suspension case is used as a baseline for comparisons
among other suspension systems. The responses of suspension systems under bump road excitation described in
equations (15) and (16) are recorded from 0 Sec to 7 Sec, and the lag time between front wheels and rear wheel is
L=L1+ L2 2.7 m
equal ( = ). The bump road excitation effected on suspension systems is shown in Figure
Ux 0.9 m /s
8(a) and the responses of the body, pitch, and roll accelerations are shown in Figures 8(b), (c), and (d)
respectively. From these results, the tuning desired signal integrated with NN -predictive controller for air
suspension can damp the vertical vibrations due to bump excitation very well. Also, this strategy can reduce
settling time and the peak-to-peak values are lower compared with other suspension systems. Thereby, this
strategy can improve ride comfort significantly.
Figure 8 The sprung mass dynamic motions under the bump road excitation: (a) road profile; (b)
vertical acceleration; (c) pitch acceleration; (d) roll acceleration.
From Figure 9(a)–(d), it can be found that controlled by tuning suspension system can be achieved relatively lower
magnitude for the suspension working spaces between sprung mass and un-sprung masses compared with the
passive suspension system. The control structure presented in Figure 5 can be used to minimize the fatigue life
based on reducing the fluctuation rate between sprung mass and un-sprung masses. Thereby, the vehicle’'s
characteristics as a structural are developed. It can also be concluded from Figure 9 that controlled by tuning
system is capable to of minimizinge wheel hop due to surface of uneven road surface. Suspension working spaces
can be reduced more effectively according to the controlled tuning system compared with passive suspension and
another controller that results in a better vibration reduction effect.

Figure 9 The suspension working spaces between sprung mass and un-sprung masses: (a) Z1 ; (b) Z2 ;

(c) Z3 ;(d) Z 4 .
The comparison among three cases of vibration control according to dynamic tire deformation for each wheel

under bump road excitation is shown in Figure 10(a)-(d). From these results, better dynamic stability can be
obtained based on vibration reduction of the controlled air suspension compared with the uncontrolled passive
suspension. It is also observed that controlled by tuning system can generate a lower rate of dynamic tire
deformation than that generated by other systems.

Figure 10 Tires dynamic deformations: (a) ( Z w 1−x f 1 ); (b) ( Z w 2−x f 2 ); (c) ( Z w 3−x r 3 ); (d)

( Z w 4−x r 4 ).
B - Suspension performance under random road disturbance
Figures 11-13 show the modulus of the fast Fourier transform (FFT) of the main dynamic criteria responses over
the range from 0 Hz to 20 Hz. The FFT was appropriately scaled and smoothed by curve fitting as done in [26, 30,
34]. According to reference [35], there are two resonance peaks approximately at 1 Hz and 10 Hz, respectively.
They are used to reveal the performances of suspension systems to improve both ride comfort and vehicle
stability. The 1 Hz is known to be the sensitive frequency of the human body, and the 10 Hz is known to be the

sensitive frequency of the wheel. To take these considerations, the results of the main performance criteria
obtained under random road disturbance are presented in the frequency domain. The random road disturbance
described in equations (64a-64d) effected on suspension systems is shown in Figure 11(a) and the responses of the
body, pitch, and roll accelerations under this excitation are shown in Figures 11(b), (c), and (d) respectively. These
results indicate that controlled by tuning system for air suspension is perfected to achieve ride comfort compared

to other systems. Also, controlled by tuning system can be reduced to presented accelerations well according to
the proposed range of frequencies. The passive system as a suspension unit for each wheel is not as good as to
achieve ride comfort. While the suspension unit for each wheel that consists of stiffness control integrated with
hydraulic double acting telescopic shock absorber is as good as to achieve comfortability.
Figure 11 The sprung mass dynamic motions under random road disturbance: (a) road profile; (b)
vertical acceleration; (c) pitch acceleration; (d) roll acceleration.
Figure 12(a)-(d) shows the suspension working spaces of front and rear wheels as the comparison between the
controlled air suspension system using controlled/tuning technique, controlled by tuning technique, and the
passive system. From Figure 12 (a)-(d), it can be found that controlled by tuning system is capable to of reducinge
the resonance peaks for both human body and wheel confidently compared with other systems. Thereby, stresses
generated for the vehicle structure of fluctuation due to wheel hop can be reduced, and the fatigue material can be
reduced. It can also be seen that the air suspension is well-damped compared with the passive suspension. It
reveals the effectiveness of the controlled by tuning system for vibration suppression of the suspension system.
Also, the controlled by tuning system is effective in controlling the vibration transmitted from road roughness to
vehicle body significantly.

Figure 12 The suspension working spaces under random road disturbance : (a) Z1 ; (b) Z2 ; (c)

Z3 ;(d)Z 4 .
Figure 13(a)-(d) shows the tires dynamic deformations generated for front and rear wheels, respectively. From
these curves, it can be shown that controlled by tuning can achieve relatively lower mentioned peaks for tires
dynamic deformations. So, the contact patch between the tire and the road can achieve more effective results based
on suitable adhesion generated by the air suspension according to controlled by tuning technique and is reflected
to improve brake force in longitudinal direction. Thereby, controlled by tuning for air suspension can be used to
obtain more effective results for both ride comfort and dynamic stability compared with other suspension systems.

Figure 13 Tires dynamic deformations under random road disturbance: (a) ( Z w 1−x f 1 ); (b)

( Z w 2−x f 2 ); (c) ( Z w 3−x r 3 ); (d) ( Z w 4−x r 4 ).

2. Brake Performance
The slip rate described by equation 35 is calculated based on two speeds. Note that the vehicle speed is introduced

as an angular velocity
( )
U xi
R
. From this expression, the slip rate equal to zero when wheel speed and vehicle

speed are equal, and the slip rate equal to one when the wheel is locked. To investigate the effect of the IT-2FCS
as an integrated controller on ABS performance for the brake system, the vehicle behavior without this technique
should be considered. For more meaningful results, the vehicle behavior without ABS is considered and the
suspension system is neglected.
U xi
This case is suggested as a baseline for comparisons. Approximately, the time lag between the , which can
R
equal the wheel angular speed if there is no slip and wheel speed reaches 45 Sec. According to Figure 5, the value
of a desirable slip is 0o.2, which means that the wheel rotations is equal to 0.8 times the number of rotations under
non-braking conditions with the same vehicle velocity. This situation can be generated higher adhesion during
brake according to the contact patch between the tire and road with the available friction. Thereby, the stopping
distance will become maximized.
The results in Figure 14(a)-(f) are presented as the rotational dynamics based on the average motion of four wheels
at the C.G. The wheel angular speed based on fluctuation generated of wheel hop during brake according to
passive suspension used with ABS is compared with wheel angular speed without suspension system as shown in
U xi
Figure 14(a). From this Ffigure, and ω wi are used to describe the above considerations according to the
R
considered baseline. Passive with ABS means the vehicle used passive suspension system with ABS based on PID
controller without desired track generated by IT-2FCS. Passive with integrated ABS means the vehicle used
passive suspension system with ABS based on PID controller according to desired track generated by IT-2FCS.
 U xi
From these results, the passive with ABS is decreased slip between and ω wi significantly, but the wheel
R
fluctuates under random road disturbance and the brake pressure fluctuates from 300 MPa to 850 MPa as shown in
Figure 14(b). So, the ride comfort during brake is minimized. Passive with integrated ABS can be minimized the
fluctuation of wheel hop and can be reduced the brake pressure into range 300 MPa– - 650 MPa. Figure 14(c)
shows the controlled / tuning suspension system with ABS compared with the controlled / tuning suspension
system with integrated ABS. The controlled / tuning suspension system with ABS means that the NN -predictive
control controller is used for the pneumatic suspension system and the PID controller is used for ABS, but these
controllers are working separated. Also, the controlled / tuning suspension system with integrated ABS means that
the ABS controller is working based on desired track generated by IT-2FCS.
From Figure 14(c)–(d), the controlled / tuning suspension system with integrated ABS can reduce the slip rate and
can minimize wheel hop to obtain higher adhesion during brake compared with other systems. Also, the brake
pressure is fluctuated during brake from 380 MPa to 630 MPa but this pressure can increase from 380 MPa to 660
MPa with controlled / tuning suspension system with ABS.
Figure 14(e) shows the controlled by tuning suspension system with ABS compared with the controlled by tuning
suspension system with integrated ABS. The controlled by tuning suspension system with ABS means that the
NN- predictive control controller is working based on the desired track generated by IT-2FCS. The controlled by
tuning suspension system with integrated ABS means that the NN -predictive control controller and PID controller
are working based on generated desired signals by IT-2FCS as the integrated controller between them. This

system is illustrated in Figure 6 as the proposed controller. From Figure 14(e)–(f), the controlled by tuning
suspension system with integrated ABS can generate desired tracks to improve ride comfort and minimize the slip

rate at the same time. This system is capable to of adjusting signals for both the NN- predictive control controller
according to the suspension dynamic responses and the PID controller according to conserve contact patch
between tire and road. Also, the contact patch can conserve based on adjusting the stiffness of the air spring.
Figure 14 Suspension systems integrated with brake system.
Both stopping distance and stopping time are estimated under different conditions of four roads to describe the
effectiveness of the desired path generated by IT-2FCS on brake performance. The braking effort coefficient
related to the ratio between the braking effort and the normal load transmitted from the suspension system to the
tire over various surfaces with skid is presented in Figure 15(a)-(b). Each road has a peak value ( μ p ¿ and a

sliding value ( μs ¿ of the coefficient of road adhesion. The maximum value of the braking effort coefficient can

be obtained between 15% and- 20% skid, which is described as the stable region. Any further increase of slip
beyond can minimize vehicle dynamic stability and is described as the unstable region. In this region, the braking
effort falls rapidly from the peak value to the pure sliding value.
Figure 15 Four different surfaces of road based on ranges of the braking effort coefficients with skid.
Both stopping distance and stopping time generated by the vehicle using the passive suspension system without
ABS under different types of road surfaces are listed in Table 4. The μ p and μs values of the coefficients of road
adhesion on four various surfaces are also presented. It can be seen from Table 6 that both a stopping distance and
a stopping time are reduced with the surface road of asphalt and concrete (dry), but they are increased with the
surface road of snow (hard-packed).
Table 4. Effect of braking effort coefficient on vehicle performance during brake.
Road surface Passive suspension system without ABS
 Peak Value Sliding Value Stopping Stopping

μp μs distance time

Asphalt and concrete (dry) 0.8-0.9 0.75 68 m 6.3 Sec

Asphalt (wet) 0.5-0.7 0.45-0.6 76 m 7.99 Sec
Earth road (wet) 0..4 0.3-0.34 89 m 8.4 Sec
Snow (hard-packed) 0.2 0.15 101.5 m 13.5 Sec
The reduction percentages of both a stopping distance and a stopping time based on different systems listed in
Table 5 are compared with the passive suspension system without ABS when the vehicle moving on four types of
different road conditions including asphalt, concrete (dry), asphalt (wet), earth road (wet), and snow (hard-
packed).
From these results, the controlled by tuning suspension system with integrated ABS can reduce stopping distances
due to brake under various surfaces of the roads, while passive with ABS has the longest braking distances. The
controlled by tuning suspension system with integrated ABS can generate 84 m on snow (hard-packed), 66 m on
earth road (wet), 40.5 m on asphalt (wet), and 25.02 m on asphalt and concrete (dry), while passive with ABS can
generate 100 m, 82 m,72 m, and 60.75 m, respectively.
The stopping times of different road states due to vehicle brake based on six systems are also compared. From
these results, it can be found that the passive with ABS system increases the stopping time with all road states and
this time reduces from passive with ABS system to controlled by tuning suspension system with integrated ABS
system. Passive without ABS system can achieve stopping time by 13.1 Sec on snow (hard-packed), 8 Sec on
earth road (wet), 7.3 Sec on asphalt (wet), and 5.9 Sec on asphalt and concrete (dry). The stopping time is reduced
by 12 Sec, 7.8 Sec, 6.99 Sec, and 5.5 Sec in passive with integrated ABS system and is reduced by 8.21 Sec, 5.89
Sec, 3.89 Sec, and 2.5 Sec in the controlled by tuning suspension system with integrated ABS system according to
road states of snow (hard-packed), earth road (wet), asphalt (wet), and asphalt and concrete (dry), respectively.
Table 5. Improvements of controlled systems according to stopping distance and stopping time over a
passive suspension system without ABS.
System Road surface (Stopping distance (m), and Stopping time (Sec))
Asphalt and concrete (Dry) Asphalt (Wet) Earth road (Wet) Snow (Hard -Packed)
m Sec m Sec m Sec m Sec
Passive with ABS 60.7 5.9 72 7.3 82 8 100 13.1
Passive with integrated 58.6 5.5 70 6.9 80 7.8 99 12
ABS
Controlled / Tuning 45.2 4.6 58 6.3 73 7.2 93 11.9
suspension system with
ABS
Controlled / tuning 40.1 4.4 50 5.8 70 6.5 90 10.0
suspension system with
integrated ABS
Controlled by tuning 35.3 3.6 45 4.7 68 6.3 86 9.99
suspension system with
ABS
Controlled by tuning 25.0 2.5 40 3.8 66 5.8 84 8.21
suspension system with
integrated ABS

3. Integrated Performance
In this study, Vehicle integrated performance is dependsing on the responses of the suspension and braking
systems under different conditions of the road. The integrated performance can be analyzed based on proposed
systems as follows:

A- Effect of F airspringi Controlled on Tire–-Ground Contact Point

During Brake with ABS.
The effect of the controlled air suspension system on the tire–-ground contact point during brake for each wheel
based on the road surface of asphalt and concrete (dry) is clearly shown in Figure 16(a)-(d). The behavior of the
controlled by tuning suspension system with ABS for vehicle wheels is continuously changing under the random
road excitation during braking to conserve the tire–-ground contact point. The tire dynamic load is fluctuatinged
due to wheel hop during braking in the passive suspension without ABS because this system has limited rates of
both stiffness and damping under different conditions of the road. Thereby, the tire–-ground contact point may be
changed to minimize the dynamic stability in the longitudinal direction. This fluctuation is reduced in controlled
by tuning with ABS and is reflected to improve the dynamic stability.
Figure 16(a)-(d). Tire dynamic load vs braking force based on suspension systems with ABS: (a) for
front right wheel; (b) for front left wheel; (c) for rear right wheel; (d) for the rear left wheel.

B- Effect of F airspringi Controlled on Tire–-Ground Contact Point

During Brake with Integrated ABS.
The effect of IT-2FCS on tire–-ground contact points for vehicle wheels is presented in Figure 17(a)-(d). It can be
seen from Figure 17(a)-(d) that the controlled by tuning with integrated ABS is capable to of minimizinge the
fluctuation due to wheel hop. It can also be seen that the brake force can be generated continuously for vehicle
wheels and can be improved based on the good adhesion between tire and road. This adhesion is developed based
on evaluated evaluation the desired tracks of IT-2FCS for both suspension controller and brake controller.
Thereby, the controlled by tuning with integrated ABS gives lower slip and gives reaction proper with road
conditions according to changing the stiffness of the air spring. The slip is also minimized according to passive
with ABS, but the wheel fluctuation can lose the vehicle stability during braking. This system can also be used to
generated different reactions for vehicle wheels and can reflect on dynamic stability negatively. So, both stopping
distance and stopping time are increased with minimizinged the tire dynamic load in vertical direction and
adhesion coefficient of the road surface in the longitudinal direction.
Figure 17(a)-(d). Tire dynamic load vs braking force based on suspension systems with integrated
ABS: (a) for front right wheel; (b) for front left wheel; (c) for rear right wheel; (d) for the rear left
wheel.

C- Effect of F airspringi Controlled During Brake with ABS on

Braking Efficiency.
Figure 18(a)-(d) shows the braking efficiency generated for each wheel based on the type of suspension without

and with ABS. From this figure, the force in the longitudinal direction during braking on the road surface of
asphalt and concrete (dry) can be reflected on braking efficiency. The brake efficiency described in equation 60
generated by passive without ABS through applied driver force for the brake pedal is changed from 65% with
1100 N of brake force for the front right wheel to 50% with 800 N of brake force for the front left wheel. It is also
changed from 70% with 1000 N of brake force for the rear right wheel to 85% with 1800 N of brake force for the
rear left wheel. From these values, both brake force and brake efficiency are irregular and give greater wheel slip
even with the highest adhesion coefficient between tire and road. From this figure, both controlled /tuning with
ABS and controlled by tuning with ABS systems can be minimized the slip rate based on increasing braking force
generated for each wheel than that generated by passive without ABS. But the brake efficiency of these techniques
approximately is the same as generated by passive without ABS.
Figure 18 The braking efficiency with brake force based on vehicle suspension with ABS: (a) for front
right wheel; (b) for front left wheel; (c) for rear right wheel; (d) for rear left wheel.

D- Effect of F airspringi Controlled During Brake with Integrated

ABS on Braking Efficiency.
The effect of IT-2FCS on braking efficiency for vehicle wheels is presented in Figure 19(a)-(d). The brake
efficiency generated of controlled by tuning with integrated ABS through applied driver force for the brake pedal
is equal to 85% with 2000 N of brake force for each wheel. Thereby, the desired tracks generated by IT-2FCS for
both controlled suspension and controlled braking can improve vehicle performance and are capable to of
achieveing higher braking efficiency with distributed brake forces for vehicle wheels. From Figure 19(a)-(d), it
can also be found that the controlled / tuning suspension system with integrated ABS has a little deterioration of
braking forces compared with controlled by tuning suspension system with integrated ABS. The brake forces
generated by passive with ABS are changed approximately from 1850 N for the front axle to 2500 N for the rear
axle. This system can achieve braking efficiency close of both the controlled / tuning suspension system with
integrated ABS and controlled by tuning suspension system with integrated based on the desired track generated
by IT-2FCS.
Figure 19 The braking efficiency with brake force based on vehicle suspension with integrated ABS:
(a) for front right wheel; (b) for front left wheel; (c) for rear right wheel; (d) for rear left wheel.

E- Effect of F airspringi Controlled with Integrated ABS on the

Vehicle Path During Brake.
The brake force of the desired path is compared with that generated by different suspension systems as shown in
Figure 20 (a)-(f). The desired path is created to describe the effect of suspension system on vehicle performance
during brake. It means the vehicle body ( M b) connected with the un-sprung masses ( M w 1, M w 2, M w 3,and
M w 4 ) directly, and the suspension system is neglected. Assuming also the lateral acceleration during braking is
neglected. According to Figure 20 (a)-(f), it can be seen that the controlled by tuning suspension system with
integrated ABS has a path as same as that is generated by the desired path as shown in graph (f). While the vehicle
trajectory in X- direction during brake both using the passive suspension system with ABS and the passive
suspension system with integrated ABS have generated some divisions compared with the desired path as shown

in graphs (a) and (b). These divisions for using both the controlled / tuning suspension system with ABS and
controlled / tuning suspension system with integrated ABS can be reduced as shown in graphs (c) and (d).
Figure 20(a)-(b). The braking force for both desired path and passive suspension paths with ABS and
with integrated ABS.
Figure 20(c)-(d). The braking force for both desired path and controlled / tuning suspension system
paths with ABS and with integrated ABS.
Figure 20(e)-(f). The braking force for both desired path and controlled by tuning suspension system
paths with ABS and with integrated ABS.

Conclusions
The effect of the integrated controller designed by interval type-2 fuzzy control system (IT-2FCS) on both ride
comfort and dynamic stability during braking has been investigated in this paperarticle. Three cases of suspension
systems with ABS and with integrated ABS are compared to evaluate the suspension effectiveness during brake
including passive suspension system, pneumatic suspension system without tuning desired signal, and pneumatic

suspension system with tuning desired signal. A mathematical formulation of a pneumatic full vehicle model for
use in conjunction with the anti-lock braking system (ABS) is derived to describe the results of integrated motion

generated in X- and Z- directions. The resistances of vehicle dynamic motion in the X-direction including rolling

and aerodynamic are considered. The following conclusions have been obtained:

 Pneumatic suspension system with tuning desired signal generates a significant improvement for
the main performance criteria in vehicle suspension design according to both peak-to-peak and
root-mean-square values compared with other systems.
 Stopping distance and stopping time are minimized using a pneumatic suspension system with
integrated ABS than that generated with ABS and other systems.
 Pneumatic suspension system with integrated ABS has also improved adhesion characteristics
between tire and road based on reduced the fluctuation of wheel hop, but this fluctuation estimated
by tire dynamic load is increased with the passive suspension system.
 Integrated performance estimationed of pneumatic suspension system with integrated ABS
improves braking efficiency relative to passive suspension with ABS and other presented systems.
From the above-mentioned, the integrated controller between subsystems can enhance vehicle performance
significantly compared with theis performance -based on separated controllers.

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Appendix A
 [
0 1 0 0 0 0 0 0 0 0 0 0 0
1 Cs1 1 Cs2 1 Cs3 1
G1 G2 G3 G4 G5 G6
Mb Mb Mb Mb Mb Mb Mb
0 0 0 1 0 0 0 0 0 0 0 0 0
−L1 −L1 C S 1 −L2 −L2 C S 2 −L3 −L1 CS 3 −L2 −
G7 G8 G9 G10 G11 G 12
Jɵ Jɵ Jɵ Jɵ Jɵ Jɵ Jɵ
0 0 0 0 0 1 0 0 0 0 0 0 0
B BC S 1 −B −BC S 2 B BC S 3 −B −
G13 G14 G15 G16 G17 G 18
2Jβ 2 Jβ 2Jβ 2 Jβ 2Jβ 2Jβ 2J β
0 0 0 0 0 0 0 1 0 0 0 0 0
A= 1 CS1 −L1 −L1 C S 1 B BC S 1 + Kt 1 −C S 1
0 0 0 0 0
Mw1 Mw1 Mw1 Mw1 2 Mw1 2 Mw1 Mw1 Mw1
0 0 0 0 0 0 0 0 0 1 0 0 0
KS2 CS2 −L1 −L1 C S 2 −B −BC S 2 Kt 2 −C S 2
0 0 0 0 0
Mw2 Mw2 Mw2 Mw2 2 Mw2 2 Mw2 Mw2 Mw2
0 0 0 0 0 0 0 0 0 0 0 0 0
1 CS3 L2 L2 C S 3 B BC S 3 Kt3 −C S 3
0 0 0 0 0
M w3 Mw3 Mw3 Mw3 2 Mw3 2 Mw3 Mw3 Mw3
0 0 0 0 0 0 0 0 0 0 0 0 0
1 CS4 L2 L2 C S 4 −B −BC S 4 Kt 4
0 0 0 0 0 0
Mw4 Mw4 Mw4 Mw4 2 Mw4 2 Mw4 Mw4

[ ]
T
Kt 1
0 0 0 0 0 0 0 0 0 0 0 0 0
Mw1
Kt 2
0 0 0 0 0 0 0 0 0 0 0 0 0
Mw2
B= ,
Kt3
0 0 0 0 0 0 0 0 0 0 0 0 0
Mw3
Kt 4
0 0 0 0 0 0 0 0 0 0 0 0 0
Mw4

[ ]
T
−1 −L1 B 1
0 0 0 0 0 0 0 0 0 0
Mb Jɵ 2Jβ Mw1
−1 −L1 −B 1
0 0 0 0 0 0 0 0 0 0
Mb Jɵ 2Jβ Mw2
D=
−1 L2 B 1
0 0 0 0 0 0 0 0 0 0
Mb Jɵ 2Jβ M w3
−1 L2 −B 1
0 0 0 0 0 0 0 0 0 0
Mb Jɵ 2Jβ Mw4
wWhere:
−C s 1−C s 2−C s 3−C s 4 L1 C S 1 + L1 CS 2−L2 C S 3 −L2 C S 4
 G1=0 ,G2= ,G3=0,G4 = ,
Mb Mb
G5=0

−BC S 1 + BC S 2 −BC S 3 −BC S 4 L1 C S 1 + L1 C S 2 −L2 C S 3 −L2 C S 4

 G 6= , G7=0,G8=
2× Mb Jɵ
, G9=0,
2 2 2 2 2
−L1 C S 1 −L1 C S 2−L2 C S 3−L1 C S 4
 G10= ,G11=0 ,
Jɵ
L1 BC s 1−L1 B C s 2−L2 B C s 3 + L2 B Cs 4
G 12= ,
2× J ɵ
−BC S 1 + BC S 2 −BC S 3 −BC S 4
 G13=0 ,G14= ,G15=0 ,
2 ×J β
L B C s1 −L1 BC s 2−L2 B C s 3 + L2 B C s 4
G 16 = 1 ,
2×Jβ
2 2 2 2 2
−L1 C S 1 −L1 C S 2−L2 C S 3−L1 C S 4
 G17=0 , and G18=
Jβ