Int. J. Dynam.
Control
DOI 10.1007/s40435-014-0128-z
Fuzzy control of passenger ride performance using MR shock
absorber suspension in quarter car model
Devdutt · M. L. Aggarwal
Received: 1 April 2014 / Revised: 7 September 2014 / Accepted: 9 September 2014
© Springer-Verlag Berlin Heidelberg 2014
Abstract This paper presents vibration control perfor-
mance of quarter car model with three-degrees-of-freedom
having Magneto- Rheological (MR) suspension system.
Experimental work is performed on an MR shock absorber
prototype under various cyclic excitation conditions. A poly-
nomial model is selected to characterize the test results of
MR shock absorber. The designed forward fuzzy logic con-
troller (FFLC) and inverse fuzzy logic controller (IFLC) are
assembled in the secondary suspension system of quarter car
model. The response plots in time domain due to bump road
disturbance related to passenger seat are obtained for uncon-
trolled and controlled quarter car models. Simulation results
are compared for selection of best option which can provide
maximum ride comfort to travelling passengers. Simulation
results demonstrate that semi-active quarter car system pro-
vides improved overall performance in terms of passenger
ride comfort and safety compared to uncontrolled system.
Keywords Magneto-rheological shock absorber · Semi-
active suspension system · Quarter car model · Three degrees
of freedom · Fuzzy logic control
1 Introduction
Vehicle suspension systems can be classified into passive,
semi-active and active types. These suspension systems
deliver different performance in terms of vehicle handling,
Devdutt (B) · M. L. Aggarwal
Mechanical Engineering Department, YMCAUST,
Faridabad 121006, India
e-mail: devdutt.ymca@gmail.com
M. L. Aggarwal
e-mail: aggarwalmlal@rediffmail.com
ride comfort and safety of travelling passengers based on the
assembled parts. Passive suspension system delivers limited
performance in vibration control applications due to uncon-
trollable shock absorber part. While, high cost and complex
technology of assembled parts in active suspension system
put forward a major hindrance for their commercial use.
A reliable choice compared to passive and active suspen-
sion technology is semi-active suspension control [1]. Semi-
active suspension system can provide desirable performance
with less power as well as cost requirement compared to pas-
sive and active suspension system technology. Research and
development in the field of externally controllable magneto-
rheological (MR) shock absorbers has made semi-active sus-
pension technology practically feasible.
Different researchers have studied the practical applica-
tion of MR damper in semi-active suspension system. Sassi
et al. [2] proposed theoretical and experimental work related
to the optimization of the dynamic response of a MR damper.
The performance of the developed damper was tested under
harmonic excitation to verify the requirements related to
comfort and stability for semi-active suspension system.
Nguyen et al. [3] studied an optimal design of a MR shock
absorber taking the damping force, dynamic range and the
inductive time constant parameters into account of the shock
absorber. The improved performance of the optimized MR
shock absorber was demonstrated using quarter car suspen-
sion model under bump and sinusoidal road conditions. Sung
et al. [4] studied electronic control suspension (ECS) assem-
bled with cylindrical-type magneto-rheological (MR) shock
absorber. Quarter vehicle system was selected to evaluate
vertical acceleration of car body and tyre deflection in time
and frequency domain.
In past, control system based technologies have been
developed and compared, working on the command signal
for making the practical use of MR shock absorbers in vehi-
123

cle suspension system [5,6]. This technology based system
is responsible for providing the desired vibration control
performance through varying the damping capabilities of
MR shock absorber. Initially, Karnopp et al. studied “Sky-
hook” control algorithm for automotive suspension system
and the results proved its effectiveness in vibration suppres-
sion compared to passive system [7]. Other researchers pro-
posed Groundhook control for achieving better road hold-
ing ability and Hybrid control which is a comprise between
Skyhook and Groundhook control strategy [8]. Based on the
latest developments in the control system field, many new
control methods have been applied in vehicle vibration con-
trol and attenuation such as Neuro-fuzzy control [9], Human
simulated intelligent control [10], Fuzzy Hybrid control [11],
H∞ control [12] and Particle Swarm Optimization control
[13], etc.
For utilizing the attractive features of MR shock absorbers
in semi-active suspension system related technology, the
prime requirement is the development of forward as well
as inverse controller. First, the forward controller determines
the desired damping force using the actual damping force
values of the physical MR shock absorber. Then the inverse
controller supply the proper input current to physical MR
shock absorber for producing the actual amount of damping
force matching with the desired damping force.
A lot of research work has been done during the past
few decades for proper modelling the forward dynamic
behaviour of MR shock absorbers. The developed tech-
niques for modelling of the forward dynamic behaviour of
MR shock absorbers are generally known as parametric and
non-parametric models. Parametric models are formed by
the combination of spring and dash-pot type mechanical
elements while non-parametric models employ mathemat-
ical expressions using the input-output data of the tested
MR shock absorber. For modelling the experimental data
of MR shock absorber, following parametric models have
been developed and verified, which includes: Phenomeno-
logical model [14], Visoelastic-plastic model [15] and LuGre
model [16], etc. While the non-parametric models cover:
Polynomial model [17], Black-box model [18], Neural net-
work model [19], Evolving radial basis function networks
[20] and Recursive lazy learning [21], etc.
Among the above described models, Phenomenological
model and Viscoelastic-plastic model can very well capture
the nonlinear behaviour of MR shock absorber. But it is dif-
ficult to obtain the inverse model from these models. Neural
network model can produce the inverse model effectively
but the development of network structure and training the
essential data generate hindrance in its application. In present
study, polynomial model is selected out of the various avail-
able models. The selected polynomial model can be used for
controller development due to its ability to generate forward
and inverse dynamics of MR shock absorber.
123
Devdutt, M. L. Aggarwal
In this paper, passenger ride performance of semi-active
quarter car system integrated with fuzzy controller is com-
pared with uncontrolled one. Experimental work is per-
formed with MR shock absorber using various magnitudes
of input current ranging from 0 A to 1 A. While, polynomial
model is used for modelling the experimental nonlinear hys-
teretic curves of MR shock absorber. This model is helpful
in calculating the input current signal to MR shock absorber,
using the desired damping force values and shock absorber
piston velocity. A quarter car model with 3 degrees of free-
dom is considered to study the passenger ride comfort and
safety issues. Forward as well as Inverse Fuzzy Logic con-
troller are designed for proper working of physical MR shock
absorber in semi-active suspension system. Finally, computer
simulation work is done to evaluate the performance of the
considered systems under bump type of road excitation.
2 Modeling of test results
For experimental work, the considered MR shock absorber is
RD-1005-3, manufactured by Lord Corporation, USA. The
length of the MR shock absorber in fully compressed state is
155 mm. During the extended position, the length is 208 mm.
The stroke length of the device is ± 25 mm with the input
voltage requirement of 12 V DC. The force–displacement
and force–velocity characteristics of the tested MR shock
absorber are measured in the laboratory over a range of sinu-
soidal displacement excitations. The supplied current to MR
shock absorber varied from 0 A to 1 A with the increment step
of 0–0.25–0.5–1 A. For brevity, one particular test results of
MR shock absorber at 2.5 Hz and 5 mm excitation under four
different supplied current values are shown in Fig. 1a,b.
Polynomial model developed by Choi et al. [17] is selected
for modelling the nonlinear hysteretic test results of MR
shock absorber. In this model, the hysteresis loop of the
tested MR shock absorber is divided into two curves. The
upper curve represents negative acceleration state while the
lower curve represents positive acceleration state. The lower
as well as upper curves can be traced using the power of the
moving piston velocity v and can be expressed in terms of
MR shock absorber generated damping force FM R as:

n
FM R = ai v i , (1)
i=0
where ai is called experimental coefficient, whose value can
be obtained from the polynomial curve fitting model. In
present case, the order of the fitted polynomial model n = 11
is selected based on the trial and error method. The relation-
ship between the coefficient ai i.e. a0 and a4 (the plot of two
coefficients is shown here for brevity) and supplied current
I to the MR shock absorber is plotted in Fig. 2.
Fuzzy control of passenger ride performance using MR shock

(a) Based on the plotted Fig. 2, a linear relationship can be

1500 1A established between the coefficients ai and input current I as
follows:
1000 0.5 A
ai = bi + ci I, i = 0, 1, . . . ., 11 (2)
Damping Force (N)

0.25 A
500
0A The calculated values of the coefficients bi and ci are
0 shown in Table 1. The relationship between MR shock
absorber generated damping force and supplied current to
-500 the assembled MR shock absorber can be represented by:
-1000 
11
FM R = (bi + ci I )v i (3)
-1500 i=0
-6 -4 -2 0 2 4 6 The matching characteristics in terms of the force–
Displacement (mm) displacement and force–velocity curves for the selected poly-
(b) nomial model and experimental results are presented in
1500 Fig. 3. It can be observed that the experimental and fitted
1A model curves show very good agreement with each other for
1000
changing values of input current showing the validity of the
0.5 A
Damping Force (N)

500
selected polynomial model.
0.25 A Once the polynomial model is finalized, desired damp-
0 ing force can be obtained by supplying proper input cur-
0A
rent to MR shock absorber by considering the moving piston
-500 velocity. The magnitude of the supplied current to MR shock
absorber can be determined from Eq. 4 as:
-1000
11
Fd − i=0 bi v i
-1500 I = 11 (4)
i=0 ci v
i
-10 -5 0 5 10
Velocity (cm / s)
where I is the supplied current to MR shock absorber, v is
the piston velocity and Fd is the desired damping force signal
Fig. 1 Experimental results (2.5 Hz, ± 5 mm): a force versus displace- generated by designed controller.
ment; b force versus velocity

3 Semi-active quarter car model

Negative acceleration (a0) Negative acceleration (a4)

The quarter car model selected for simulation work is shown
Coefficients of polynomial
Coefficients of polynomial

1000 3
in Fig. 4. Assuming that the assembled tyre of the travelling
750
2 quarter car remains in contact with the road surface for all
500 the time, the dynamic equation of motion of the system can
1 be represented by mathematical equations as follows:
250

0 0 m 1 x¨1 + k2 (x1 − x2 ) + c2 (x˙1 − x˙2 )

0 0.25 0.5 0.75 1 0 0.25 0.5 0.75 1
+FM R = 0 (5)
Positive acceleration (a0) Positive acceleration (a4)
m 2 x¨2 − k2 (x1 − x2 ) − c2 (x˙1 − x˙2 ) + k1 (x2 − x3 )
Coefficients of polynomial

Coefficients of polynomial

0 6

-200 4
+c1 (x˙2 − x˙3 ) − FM R = 0 (6)

-400 2
m 3 x¨3 − k1 (x2 − x3 ) − c1 (x˙2 − x˙3 )
+kt (x3 − xr ) = 0 (7)
-600 0

-800 -2 where m 1 is the passenger seat mass, m 2 is the sprung mass,

0 0.25 0.5 0.75 1 0 0.25 0.5 0.75 1 m 3 is the unsprung mass, k1 and c1 are primary suspension
Input Current (A) Input Current (A)
spring stiffness and shock absorber damping coefficient, k2
Fig. 2 The relationship between ai and supplied current (asterisks and c2 are secondary suspension spring stiffness and shock
Coefficients, line Fitted) absorber damping coefficient, kt is tyre stiffness whereas

123
 Devdutt, M. L. Aggarwal

Table 1 Calculated coefficients

(bi and ci ) of fitted curve with Positive acceleration Negative acceleration
values
Coefficients Coefficients Coefficients Coefficients

b0 −87.46 c0 −512.91 b0 58.64 c0 757.99

b1 46.62 c1 144.27 b1 53.71 c1 274.79
b2 8.83 c2 −11.92 b2 −7.78 c2 −51.43
b3 −1.79 c3 0.58 b3 −3.67 c3 −20.67
b4 −0.33 c4 5.53 b4 0.29 c4 2.33
b5 0.08 c5 0.51 b5 0.24 c5 1.59
b6 3.37E-03 c6 −0.26 b6 −3.71E-03 c6 −0.08
b7 −2.64E-03 c7 −0.03 b7 −8.24E-03 c7 −0.05
b8 2.69E-05 c8 4.42E-03 b8 7.53E-06 c8 1.59E-03
b9 4.08E-05 c9 5.55E-04 b9 1.28E-04 c9 7.20E-04
b10 −4.26E-07 c10 −2.63E-05 b10 9.49E-08 c10 −1.06E-05
b11 −2.32E-07 c11 −3.44E-06 b11 −7.31E-07 c11 −3.60E-06

(a)
1500 1A

1000 0.5 A
Damping Force (N)

0.25 A
500
0A
0

-500

-1000

-1500

-6 -4 -2 0 2 4 6
Displacement (mm)

(b)
1500
1A Fig. 4 Semi-active quarter-car model
1000
0.5 A
Damping Force (N)

500 x1 , x2 , x3 and xr denotes the displacement of passenger seat,

0.25 A sprung mass, unsprung mass and input road profile respec-
0
0A tively while FM R is the damping force generated by MR
shock absorber for semi-active control purpose.
-500
Taking dynamic relationship into account, the following
-1000 state variables can be defined

-1500
z 1 = x 1 − x 2 , z 2 = x 2 − x 3 , z 3 = x 3 − xr ,
z 4 = x˙1 , z 5 = x˙2 , z 6 = x˙3 (8)
-10 -5 0 5 10
Velocity (cm / s) where z 1 is secondary suspension deflection, z 2 is primary
Fig. 3 Comparison of model fitted curves and experimental results
suspension deflection, z 3 is the tyre deflection, z 4 is the pas-
(2.5 Hz, ± 5 mm): a force versus displacement; b force versus velocity. senger seat vertical velocity, z 5 is the sprung mass velocity
(lines Experimental, dotted lines Fitted) and z 6 is the unsprung mass velocity while in matrix form

123
Fuzzy control of passenger ride performance using MR shock

Fig. 5 MFs for FFLC a Input (a) (b)

side, V p and Vr el b Output side,

Degree of membership
NB NS ZE PS PB NB NM NS ZE PS PM PB
Fd 1 1

0.5 0.5

0 0
-1 -0.5 0 0.5 1 -3 -2 -1 0 1 2 3

Fig. 6 MFs for IFLC a Input (a)

side, Vr el and Fd b Output side,
(b)
Degree of membership
I NB NS ZE PS PB ZE PS PM PB PVB
1 1

0.5 0.5

0 0
-1 -0.5 0 0.5 1 0 0.5 1

z = [z 1 z 2 z 3 z 3 z 4 z 5 z 6 ]T , u = FM R and w = x˙r (9) to conventional control approach. Therefore, it fits well for
the systems where complete modelling is tedious or ill-
where w is the road input disturbance.
defined such as complex multi-dimensional as well as nonlin-
In state-space form the equations can be represented as:
ear systems and systems with uncertain parameter variations.
In this study, the installed fuzzy logic controller in semi-
ż = Az + Bu + C W W (10)
active quarter car system is the combination of Forward
Fuzzy Logic Controller (FFLC) and Inverse Fuzzy Logic
where
⎡ ⎤ Controller (IFLC). Forward Fuzzy Logic Controller (FFLC)
0 0 0 1 −1 0 uses V p (Passenger seat velocity) and Vr el (Secondary sus-
⎢ 0 0 0 0 1 −1 ⎥ pension velocity) as input variables while Fd (Desired damp-
⎢ ⎥
⎢ 0 0 0 0 0 1 ⎥
⎢ ⎥ ing force) as the output variable whereas Inverse Fuzzy Logic
A = ⎢ − k1 − c1 c1 ⎥,
⎢ m1 0 0 m1 m1 0 ⎥ Controller (IFLC) uses Fd and Vr el as input variables and
⎢ k1 c1 +c2 ⎥
⎣ m 2 − mk22 0 c1
m2 − m2
c2
m2 ⎦ I (Supplied current) as the output variable. The member-
0 k2 kt
− m3 0 c2
− mc23 ship functions (MFs) with selected shapes for Forward Fuzzy
m3 m3

T Logic Controller is shown in Fig. 5 while for Inverse Fuzzy
B = 0 0 0 − m11 m12 0 and Logic Controller is shown in Fig. 6. The applied linguistic

T variables for input and output side of the Forward and Inverse
C W = 0 0 −1 0 0 0
represents constant matrices.
4 Fuzzy logic controller design
Fuzzy logic represents a branch of Artificial Intelligence,
which is helpful in solving mathematically complicated and
imprecise real life problems. Fuzzy logic incorporates human
knowledge and decision making abilities into machines. The
field of fuzzy logic came into existence in 1965, due to the
efforts and vision of its originator Lotfi Zadeh [22]. Fuzzy
logic controller works on the linguistic variables or human
like decision making process. It does not require an exact
mathematical modelling of the process dynamics compared
Fuzzy Controller are named using 7 grades as PVB (Positive
Very Big), PB (Positive Big), PM (Positive Medium), PS
(Positive Small), ZE (Zero), NS (Negative Small) and NB
(Negative Big) respectively. The rule table for computing Fd
and I is shown in Table 2.
5 Simulation results and discussion
Simulation work was performed by putting the following
parameter values in the simulink model of the quarter car
system : m 1 = 70 kg, m 2 = 300 kg, m 3 = 40 kg, k1 =
25, 000 N/m, c1 = 1, 550 N/m/s, k2 = 8, 000 N/m, c2 =
800 N/m/s and kt = 180, 000 N/m respectively. The vehicle
travels with the speed of 40 km/hr and the simulation time
123
 Devdutt, M. L. Aggarwal

Table 2 (a) FFLC rule base for computing Fd (b) IFLC rule base for (a)
computing I 0.1

Road Input (m)

(a)
0.05
Vr el /V p NB NS ZE PS PB
0
NB PB PM PS ZE ZE 0 0.5 1 1.5 2 2.5 3 3.5 4
NS PM PS ZE ZE ZE
(b)
ZE PM PS ZE NS NM

Acceleration (m / s )
2
PS ZE ZE ZE NS NM Uncontrolled
5
PB ZE ZE NS NM NB Controlled
0
(b)
-5
Vr el /Fd NB NS ZE PS PB
0.6 0.8 1 1.2 1.4 1.6 1.8
NB PVB PB PB PM ZE
NS PB PM PS ZE PM (c)

Displacement (m)
ZE PB PS ZE PS PB Uncontrolled
0.05
PS PM ZE PS PM PB Controlled

PB ZE PM PB PB PVB 0

-0.05

0.5 1 1.5 2 2.5 3

is fixed as 4 s. The type of road disturbance in the shape of
bump profile is shown in Fig. 7a. (d)
Susp. Deflection (m)

The simulation response of the moving quarter car system 0.05

Uncontrolled
due to road disturbance is shown in Fig. 7b–d. It can be seen Controlled
from Fig. 7b–d that the passenger seat vertical acceleration 0
and displacement response as well as secondary suspension
deflection is considerably improved for controlled system. -0.05
Simulation results show that the controlled system provides 0.5 1 1.5 2 2.5 3

much better results for passenger ride comfort and safety

(e)
compared to uncontrolled one. The desired damping force
Damping Force (N)

200
signal generated by MR shock and the input current signal
supplied to MR shock absorber are shown in Fig. 7 e–f. It can 0
be seen from Fig. 7f that the magnitude of the supplied current
always remains below the maximum value of 1 A, resulting -200
into the lower power consumption by the assembled inverse
0.5 1 1.5 2 2.5 3 3.5 4
fuzzy controller.
The simulation results for acceleration and displacement
(f)
magnitudes of passenger seat as well as secondary suspen-
Input Current (A)

0.2
sion deflection values in terms of RMS (Root Mean Square),
0.15
Max. and Settling time values are presented in Table 3. It can
be observed from Table 3 that the controlled system assem- 0.1
bled with MR shock absorber provides better performance
0.05
in terms of controlling the passenger seat acceleration, dis- 0.5 1 1.5 2 2.5 3 3.5 4
placement and secondary suspension deflection compared to Time (sec)
uncontrolled system. The controlled suspension system also
shows improved performance in terms of settling time values Fig. 7 Response plots of quarter car system: a Bump road excitation
for considered parameters in which controlled system settles b Acceleration of passenger seat c Displacement of passenger seat d
Secondary suspension deflection e Desired damping force signal f Input
down quickly compared to uncontrolled one leading to better current signal
results in terms of passenger ride comfort, safety and vehicle
handling issues.

123
Fuzzy control of passenger ride performance using MR shock
Table 3 RMS, peak and settling
Parameter RMS values
time values for quarter car
model at 40 km/hr Uncontrolled
ẍ 1.661
x1 0.023
x1 − x2 0.010
6 Conclusions
The application of MR shock absorber in secondary suspen-
sion system of quarter car model is studied in present paper.
Polynomial model is formulated using the experimental data
of MR shock absorber prototype for control system design
purpose. Forward Fuzzy controller is designed for provid-
ing desired damping force signal while Inverse Fuzzy con-
troller supplies input current to MR shock absorber in suspen-
sion system. The performance of uncontrolled and controlled
quarter car systems is evaluated by simulation work. The sim-
ulation results show the successful application of intelligent
controller in combination with MR shock absorber in vehi-
cle system. Controlled semi-active suspension system pro-
vides better ride comfort to travelling passengers by reducing
the effect of transmitted vibrations compared to uncontrolled
vehicle system in time domain analysis.
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