Proceedings of the 27th Chinese Control Conference

July 16-18, 2008, Kunming,Yunnan, China

Robust Takagi-Sugeno Fuzzy Control for a Mini

Aviation Engine
Shao Jinju, Wei Minxiang, Wen Weidong
College of Energy and Power Engineering
Nanjing University of Aeronautics and Astronautics, Nanjing 210016, P.R.China
E-mail:shaojinju2007@ nuaa.edu.cn

Abstract: A nonlinear speed controller is designed using a fuzzy control strategy based on a Takagi-Sugeno(TS) modelling and
robust control approach for a mini unmanned helicopter 2-cylinder, two-stroke, electronic fuel injection engine. A physical
nonlinear model of the engine is presented and transformed into an uncertain fuzzy TS model to address the nonlinear system
characteristics. Then, a robust nonlinear fuzzy control algorithm is developed via Linear Matrix Inequality (LMI), which can
provide reference speed tracking despite the presence of torque load disturbances and operating condition changes. The simu-
lations show that the proposed controller can meet the performance requirements for the unmanned helicopter engine use,
namely tracking performance, disturbance rejection and robustness.
Key Words: Mini unmanned helicopter, Engine speed control, Takagi-sugeno models, Robust control, LMI

of TS fuzzy model and PDC control design, design con-

1 INTRODUCTION
A two-stroke spark ignition (SI) engine, especially elec-
tronic fuel injection engine, is popular in a mini un-
manned helicopter because of its high power-weight ratio,
low fuel consume [1].However, engine control is one of
the main burdens of a mini unmanned helicopter inde-
pendent flight control. In particular, in speed control the
existence of load-torque disturbances due to collective
pitch changes, flight status variations and ambient con-
ditions is an important issue to be considered. A key
design specification is thus to minimize the effect of such
disturbances on the desired speed response regulating the
engine speed to follow a desired reference trajectory at all
power out. However, effective engine control is a chal-
lenging problem since these systems exhibit nonlinear
behavior and multiple operating conditions etc.
Traditionally, to address the speed regulation problem for
the full operating envelope of engine, a standard ap-
proach is to tune or schedule controllers that have been
designed at different operating points [2,3] .However, in
the absence of a sound analysis, this scheduling approach
provides no guarantees of robustness, performance, or
even nominal stability properties of the resultant
nonlinear controller, which can only guarantee such
properties in the local range of nonlinear system. Re-
cently, a nonlocal approach is proposed for nonlinear
systems design via fuzzy control [4,5].The procedure is as
follows. First the nonlinear plant is represented by TS
fuzzy model. In this type of fuzzy model, local dynamics
in different state-space regions are represented by linear
models. The overall model of the system is achieved by
fuzzy blending of these fuzzy models. The control design
is carried out based on the fuzzy model via the so-called
parallel distributed compensation (PDC) scheme [6]. The
idea is that for each local linear model, a linear feedback
control is designed. The resulting overall controller,
which is nonlinear in general, is again a fuzzy blending of
each individual linear controller. Within the framework
ditions for the stability and performance of a system can
be stated in terms of the feasibility of a set of linear ma-
trix inequalities (LMIs) [7]. It is shown that the proposed
TS fuzzy control design approach provides guarantees of
stability and performance over the complete operational
range of the system.
Based on the proposed TS fuzzy design approach, a
nonlinear robust TS fuzzy controller is presented to con-
trol the speed of the two-stroke spark ignition engine in
this work. The control-oriented model of the engine is
presented. The model equations are described as func-
tions depending on the commonly available measure-
ments on engines as the throttle position and the engine
rotational speed. Then, the obtained nonlinear state space
model is represented in its equivalent TS form with un-
certainties, in which the modeling errors are absorbed in
the uncertainty part. Some global stability conditions that
are given for the uncertain TS models with H ∞ attenua-
tion are presented. Finally, to validate the performances
of the designed speed controller, the controller is applied
to the nonlinear dynamic engine model under operating
condition changes and the torque load disturbances.
The notation used throughout the paper is fairly standard.
X > 0 means that the matrix X is symmetric and positive
definite. X T denotes the transpose of X .Matrices, if not
explicitly stated, are assumed to have compatible di-
mensions. L2 [0,∞) refers to the space of square integrable
functions. ⋅ stands for the usual L2 [0,∞) norm.
The rest of this paper is organized as follows. In section 2,
a nonlinear engine dynamic model for controller design is
obtained. Section 3 describes the design of the proposed
TS fuzzy controller. In section 4, the performance
evaluation of the speed controller is presented using
simulations followed by the conclusion in section 5.

775
2 ENGINE MODEL DEVELOPMENT
2.1 Nonlinear Engine Model
The primary aim of this work is to keep engine speed
constant against disturbances. The engine used in this
study is a 2-cylinder, two-stroke, electronic fuel injection
piston engine with Electronic Control Unit (ECU). The
air-fuel ratio and the spark advance are maintained at
their constant optimal values by appropriate separate
controllers. Thus the throttle which regulates the air flow
into the engine is primarily intended for engine speed
control [8,9]. Changes in the air flow result in fueling ad-
justments to meet stoichiometric combustion conditions.
This increase of fueling and air charge leads to a larger
torque production from the engine thereby compensating
for the additional torque load so as to keep engine speed
constant. Furthermore, in order to eliminate the static
Fig.1 structure of the augmented speed control loop
1) Throttle actuator
The engine speed is controlled by acting on the air mass
flow through the throttle. So, the only considered control
input variable is the throttle opening angle com-
mand θ cmd .The closed loop control dynamic of the throttle
is associated to a first order model
. 1
θ =− (θ -θ cmd ) (1)
τ thr
where τ thr = 0.03 is the time constant of the closed loop
controlled throttle.
2) Engine Torque generation
The torque generated by the engine depends upon the
throttle angle and engine speed; this relationship is de-
scribed by the nonlinear engine characteristics. The static
torque relationship obtained by regressing steady state
dynamometer data is
Te = −7.7427 − 12.0708ne2θ e − 371.0448neθ e 2
+254.646θ e 3 − 84.6972ne2 + 656.1387neθ e (2)
− 447.6402θ e − 132.3126ne + 202.7466θ e
2
where n and θ are normalized into the range between zero
and one for convenience, i.e. ne , θ e respectively.
3) engine rotational dynamics
The rotational motion of the engine crankshaft is given in
terms of the effective engine rotational inertia J , angular
acceleration, and the difference between the net torque
Te generated by the engine and the load torque Tl ap-
plied to the output shaft. Crankshaft acceleration is given
by Newton’s second law
776
error, an integral structure is added according to internal
model theory.
Under the above considerations, the structure of the
augmented speed control loop is shown schematically in
Figure 1. The engine speed n is controlled by manipu-
lation of the commanded throttle angle θ cmd . The desired
speed is denoted as nr . θ is the throttle-valve position.
The Te is the engine output torque. The principal distur-
bances to be considered in control design are due to col-
lective pitch changes, flight status variations and ambient
conditions changes. These effects cause a disturbance
torque represented by Tl . Let x1 = θ , x2 = n and u = θ cmd .
The output of the integrator is considered as an extra state
t
variable, i.e. x3 = ³ e( τ )dτ , e( t ) = nr ( t ) − n( t ) . K c is
0
servo compensator gain; K is stabilizer gain. The simplified
control-oriented plant model is presented as follows [10,11].
.
J n = (30 / π)Te − (30 / π)Tl (3)
Then, a state space nonlinear model is obtained as
­. 1 1
° x1 = − τ x1 + τ u
° thr thr
°. 30 30
® x 2 = Te (x1 ,x2 )- Tl (4)
° Jʌ Jʌ
°.
° x 3 = − x2 + nr
¯
The considered output is the engine speed, i.e. y = x2 .
2.2 TS Fuzzy Modeling
In order to apply a robust synthesis through a fuzzy ap-
proach, the nonlinear state space model (4) has to be
transformed into an equivalent TS fuzzy model. Essential
components of the TS model are local linear models. The
way to construct local linear models at operating condi-
tions is to use a common linearization approach other-
wise Taylor series linearization because Taylor series
linearization, in general, will yield a local model that is
only affine, and not linear in x and u . The local lineari-
zation method used in this paper is described simply as
follows, detailed as [12]. Suppose that the model of a
nonlinear plant has the form:
.
x = f ( x ) + G( x )u (5)
For an given operating state x0 that does not have to be an
equilibrium state, the goal is to construct a linear model
in x and u that approximates the behavior of (5)in the
vicinity of the operating state x0 ; that is to find constant fuzzy set. Ai , Bi , C , D and Dr are constant real matrices.
matrices A and B such that in a neighborhood of x0 ΔAi and ΔBi represent the time-varying uncertain matri-
f (x ) + G (x )u ≈ Ax + Bu , ∀u (6) ces. The uncertainties are norm-bounded satisfying
and [ΔAi ΔBi ]=Di ⋅ Fi (t ) ⋅ [E1i E 2i ]
f (x0 ) + G (x0 )u = Ax0 + Bu , ∀u (7) where Di , E1i , E2 i are some given constant matrices and
Since u is arbitrary, B = G (x0 ) .Then A can be obtained Fi (t ) is an unknown real time-varying matrix function
by solving a convex constrained optimization problem, satisfying FiT (t ) ⋅ Fi (t ) İ I .
and the ith row aiT of the matrix A is computed as follows Using a singleton fuzzifier, product fuzzy inference and
f i (x0 )-x0T ∇f i (x0 ) weighted average defuzzifer, the final output of the fuzzy
ai = ∇f i (x0 )+ 2
⋅ x0 , x0 ≠ 0 (8) system is inferred as follows
x0
­ x (t ) = ¦ r hi (x (t ))[(Ai + ΔAi )x (t ) + (Bi + ΔBi )u(t )
where the ith component of f is f i :R → R ; ∇f i (x0 ):Rn n
°° i =1

® + Dw (t )+Dr yr (t )] (11)
→ R n is the gradient, a column vector, of fi evaluated ° y (t ) = Cx (t )
at x0 . °̄

Considering the nonlinear state space model(4), it has the where

form wi (x (t )) n
hi (x (t )) = r , wi (x (t )) = ∏ M ij (x j (t ))
ª 1 º ¦ wi (x (t )) j =1
ª . º « − τ x1 » ª 1 º i =1
x 1
« » « thr
» «τ thr » ª 0 º M ij (x j (t )) is the grade of membership of x j (t ) in M ij .It
« ª0 º
« » « 30
. » « » 30 »» «0 » n
x
« 2» «= T ( x ,
e 1 2 » x ) + « 0 » u + « - T + « » r (9) r
is easy to check that wi (x (t )) ı 0 , and ¦ i =1 hi (x (t )) = 1 for
« . » « Jπ « Jπ »
l
» « 0 » «¬1 »¼
« x3 » « − x2 » « » « 0 » all t.
« » ¬ ¼
¬ ¼ « » ¬ ¼
¬ ¼ 3 TS CONTROLLER DESIGN
According to the above local linearization approach, the
local linear model matrices for the system (4) at the ith For the system(10), the concept of parallel distributed
selected operating point are obtained as follows. compensation (PDC) is utilized to design a fuzzy state
ª 1 º ª 1 º feedback controller. The fuzzy controller shares the same
«− τ 0 0» «τ » T fuzzy sets with the fuzzy system, so the ith control rule is
« thr » « thr » ª0º
as follows.
Ai = « ai1 ai 2 0 » , Bi = « 0 » ,C = ««1 »»
« » « » Control Rule i:
« 0 −1 0 » « 0 » ¬«0 ¼» IF x1 (t ) is M i1 and…and xn (t ) is M in 
«¬ »¼ «¬ »¼
THEN u(t ) = K i x (t ) (11)
ª 0 º
ª0 º where K i ( i = 1, 2," ,r ) are the local controller gains to be
« 30 »
D= −
« » , Dr = ««0 »» determined. The defuzzified output of the controller rules
« πJ » is given by
« 0 » «¬1 »¼ r
¬ ¼ u(t ) = ¦ i =1 hi (x (t ))K i x (t ) (12)
Furthermore, in order to take into account measurement By substituting (12) into, the closed-loop fuzzy system
noises, the approximation errors in modeling nonlinear can be represented as:
system and the identification errors between an original ­ x (t ) = ¦ r ¦ r hi h j [Ai + Bi K j + Di Fi (t )(E1i + E2i K j )]x (t )
nonlinear system and its local linear representation, the °° i =1 j =1

following TS model with structured uncertainties is con- ® + Dw (t ) + Dr yr (t ) (14)

sidered. The ith plant rule is as follows. ° y (t ) = Cx (t )
Plant Rule i: °̄
IF x1 (t ) is M i1 and…and xn (t ) is M in The objective here is to design an controller in the form (12)
THEN such that for all admissible uncertainties and a prescribed
scalar γ > 0 :a) the closed-loop fuzzy system (14) is as-
­ x (t ) = [Ai + ΔAi ]x (t ) + [Bi + ΔBi ]u(t ) + Dw (t )
° ymptotically stable; b) under the zero initial condition, (14)
® +Dr yr (t ) (10) satisfies
° y (t ) = Cx (t ) ∞ 2 ∞ 2
¯
³ y (t ) dt İ γ 2 [ ³ w (t ) dt ]
where x (t ) ∈ R n is the state vector; u(t ) ∈ R m is the control 0 0

for all w (t ) ∈ L2 [0,∞) .If this kind of controller exists, the

input vector; w (t ) ∈ R q is the square integrable distur-
bance input vector; y (t ) ∈ R p is the output vector;
yr (t ) ∈ R p is the reference input; r is the number of
IF-THEN rules. M ij ( i = 1, 2 ," ,r, j = 1, 2 ," ,n ) is the
uncertain closed-loop fuzzy system(14) is said to be
robustly stable with H ∞ disturbance attenuation γ .
Lemma1 [13] Let Y , D , E and F (t ) be the matrices of ap-
propriate dimensions. Assume that Y is symmetric

777
and F T (t )F (t ) İ I , then Y +DF (t )E +E T F T (t )D T < 0 , if γ disturbance attenuation, if there are matrices X > 0 , Wi
and only if there exists a scalar ε > 0 satisfying and scalars ε ii > 0 , ε ij >0(i < j ) such that for all admissible
Y +ε DD +ε E E < 0 
T −1 T
uncertainties the following two LMI conditions hold:
Theorem1 Given a real number γ > 0 , the uncertain
closed-loop fuzzy system(14) is robustly stable with
ª Ai X + BiWi + (Ai X + BiWi )T + ε ii Di Di T D XC T (E1i X + E2iWi )T º
« »
« DT -γ 2 I 0 0 » < 0 (1 İ i İ r ) (15)
« CX 0 -I 0 »
« »
¬« E1i X + E2iWi 0 0 −ε ii I ¼»

ª ȁij 2D 2 XC T (E1i X + E2iW j )T (E1j X + E2 jWi )T º

« »
« 2 DT −2γ 2 I 0 0 0 »
« 2CX 0 −2 I 0 0 » < 0 (1 İ i < j İ r ) (16)
« »
« E1i X + E2iW j 0 0 −ε ij I 0 »
« »
¬« E1j X + E2 jWi 0 0 0 −ε ij I ¼»

where Λij =(Ai X + BiW j )T + (Ai X + BiW j )+(A j X + B jWi )T + (A j X + B jWi )+ε ij (Di Di T + D j D j T ) .Furthermore, if matrices
exist which satisfies these inequalities, and then the feedback gains are given by K i = Wi X −1 . Proof See Appendix A.
ª 0 º ª0º
4 ENGINE SPEED CONTROL D = « −14.4686 » , Dr = «« 0 »»
« »
«¬ 0 »¼ «¬1 »¼
4.1 Engine Speed Control Design The matrices of uncertainties are defined using the mod-
In this section, the previous robust fuzzy control ap- eling error bounds. As a consequence, variations of about
proach is applied to engine speed control. In light of the 3% on Te (x1 ,x2 ) and about 5% on the throttle valve
real condition of the engine three operating points are model parameter τ thr are considered. Let Di = 0.1I 3 .
selected. The corresponding three plant rules are given as The application of theorem 1 to calculate the control
follows. Membership functions are chosen as trimf type. gains with γ = 1 obtains the following results
Rule 1 Ȁ1 = [-2.3391 -8.8146 0.1151]
IF x1 is about 20% and x2 is about 3300rpm
K 2 = [-4.6637 -16.5646 0.2152]
­ x = (A1 + ΔA1 )x + (B1 + ΔB1 )u + Dw + Dr yr
THEN ® K 3 = [-5.4305 -19.1732 0.2492]
¯ y = Cx
Rule 2 4.2 Nonlinear Simulation Validations
IF x1 is about 35% and x2 is about 4400rpm
­ x = (A2 + ΔA2 )x + (B2 + ΔB2 )u + Dw + Dr yr To evaluate the designed TS fuzzy controller, the com-
THEN ® puter simulation of the closed-loop system is performed
¯ y = Cx with the nonlinear dynamic engine model(4). In this
Rule 3 simulation, the engine speed is selected as output of the
IF x1 is about 50% and x2 is about 5500rpm plant and the external torque load input is selected as a
­ x = (A3 + ΔA3 )x + (B3 + ΔB3 )u + Dw + Dr yr disturbance to the plant. Two types of simulations have
THEN ® been conducted.
¯ y = Cx
The first group of the simulations is to investigate the
Where
speed regulation characteristic of the engine. The refer-
ª −33.3333 0 0º ª33.3333º ence engine speed is selected as a step increase from
A1 = « 7.8496 0.0267 0 » , B1 = B2 = B3 = «« 0 »»
« »
3300rpm to 3800rpm then to 4300 rpm and then a drop to
«¬ 0 −1 0 »¼ «¬ 0 »¼ 3500rpm. The corresponding closed-loop engine speed
and the throttle position responses are shown in Figure 2
ª −33.3333 0 0º
and Figure 3 respectively. It is observed that the engine
«
A2 = « 19.8004 −0.0721 0 »» speeds follow quite closely the desired reference speeds.
«¬ 0 −1 0 »¼ The second group of simulations is to investigate the
speed stability of the engine while engine torque load is
ª −33.3333 0 0º
suddenly changed. The loading torque is selected as a
A3 = «« 23.5328 −0.1128 0 »» , C = [ 0 1 0] step change from 14 Nm to 20Nm at t=200s, when the
«¬ 0 −1 0 »¼ speed is steady at 4300 rpm. The corresponding engine
speed and the throttle position responses are shown in

778
Figure 4 and Figure 5 respectively. As can be seen, the 5 CONCLUSION
maximal speed drop to the load disturbances is less than
15rpm. At steady state, the engine speed fluctuation is The purpose of this work is to develop a robust control
less than 5rpm. law for speed control of a two-stroke SI engine. A sim-
4400
output speed
plified control-oriented nonlinear engine model is de-
reference speed veloped and transformed into a TS model. Some fuzzy
4200
TS control tools are developed which concern the condi-
engine speed response (rpm)

4000 tions for stabilization of a class of nonlinear TS models

with parametric uncertainties. The controller is also de-
3800
signed to achieve H ∞ performance. The simulations
3600
show the efficiency of the proposed method which can
meet the performance requirements for the unmanned
3400 helicopter engine use, namely tracking performance,
disturbance rejection and robustness.
3200
0 50 100 150 200 250 300 350 400
t(s)
REFERENCES
Fig.2 Dynamic tracking responses of engine speed
[1] LI Y Z, GAO P Z, MA Z. Research on the improvements of
50 performance of mini-UAV’s engine by electronically con-
throttle position
45 trolled gasoline injection [J]. Acta Aeronautica ET Astronau-
40
tica Sinica, 2004, 25(3): 233-236.
[2] KARRAY F, CONRAD E. Design of intelligent controllers
35
for electronic speed regulation of a diesel engine[C]// 1997
throttle position (%)

30 First International Conference on Knowledge-Based Intelli-

25 gent Electronic Systems, Adelaide, Australia, 1997: 607-616.
20
[3] HUANG X H, PENG Z Y. Fuzzy adaptive PID control for an
unmanned helicopter engine [J]. Journal of Aerospace Power,
15
2005, 20(3): 487-493.
10
[4] TAKAGI T, SUGENO M. Fuzzy identification of systems
5 and its applications to modeling and control [J]. IEEE Trans.
0 50 100 150 200 250 300 350 400
t (s) Syst. Man Cybern, 1985, 15: 116-132.
Fig.3 Dynamic responses of the throttle position [5] TANAKA K, IKEDA T, WANG H O. Robust stabilization of
4310 a class of uncertain nonlinear systems via fuzzy control:
quadratic stabilizability, H’ control theory, and linear matrix
4305 inequalities [J]. IEEE Trans Fuzzy Syst., 1996, 4: 1-13.
[6] WANG H O, TANAKA K, GRIFFIN M. Parallel distributed
engine speed response (rpm)

4300
compensation of nonlinear systems by Takagi-Sugeno fuzzy
model[C]// Proc of the 4th IEEE Conference on Fuzzy Sys-
4295 tems. Yokohama, 1995: 531-538.
[7] BOYD S P, GHAOUI L E, FERON E. et al. Linear Matrix
4290
Inequalities in Systems and Control Theory [M]. Philadel-
phia: SIAM, 1994.
4285
[8] SOBOLAK S J. Simulation of the Ford vehicle speed control
system [J]. SAE: 820777.
4280
200 220 240 260 280 300 320 340 360 380 400
t(s)
[9] CAVINA N, MINELLI G, CAGGIANO M.et al. Model-based
idle speed control for a high performance engine [J]. SAE
Fig.4 Dynamic responses of engine speed
Technical Paper N.2003-01-0358.
under torque load disturbances at 4300rpm
30.5
[10] CHOI S B, HEDRICK J K. Robust throttle control of auto-
motive engines: theory and experiment [J]. ASME Journal of
30 Dynamic Systems, Measurement, and Control, 1996, 118:
92-97.
29.5
[11] COOK J A, POWELL B K. Modeling of an internal com-
throttle position (%)

29 bustion engine for control analysis [J]. IEEE Control Systems

28.5
Magazine, 1988, 8(4): 20-26.
[12] TELXEIRA M C M, ZAK S H. Stabilizing controller design
28
for uncertain nonlinear systems using fuzzy models [J]. IEEE
27.5
Trans Fuzzy Syst., 1999, 7(2): 133-142.
[13] YU L. Robust Control – a LMI Approach [M]. Beijing:
27
Tsinghua University Press, 2002.
26.5
150 200 250 300 350 400
t(s) Appendix A
Fig.5 Dynamic responses of throttle position
under torque load disturbances at 4300rpm A .1 Proof of Theorem 1
Proof Suppose there exist a quadratic function V (x (t )) =

779
x (t )T Px (t ) , where P > 0 ,and γ > 0 such that, for all t ªQij T P + PQij PD C T º
« »
V (x (t )) + y T (t )y (t )-γ 2 w T (t )w (t ) < 0 (17) where ȥij = « DT P −γ 2 I 0 » , so˄21˅is satisfied
for system (14) with yr (t ) = 0 .By integrating «¬ C 0 − I »¼
䫭䇃ʽ᳾ᡒࠄᓩ⫼⑤DŽ from 0 to T, under the zero initial if
condition it leads to ȥii < 0 , i = 1, 2 ," ,r (24)
T
V (x (T )) + ³0 (y T (t )y (t )-γ 2 w T (t )w (t ))dt < 0 (18) ȥij +ȥ ji < 0, 1 İ i < j İ r (25)
Since V (x (T )) ı 0 , (18) implies y (t ) 2 İ γ w (t ) 2 . So the ª (Ai + Bi K j )T P + P (Ai + Bi K j ) PD CT º
« »
L2 gain of the fuzzy model is less than γ if (17) holds. Let Yij = « DT P −γ 2 I 0 »,
From(17), it is easy to obtain « C 0 − I »»
r r ¬« ¼
¦ ¦i =1
h h j [x T Qij T Px + x T PQij x + x T PDw
j =1 i inequality ˄24˅can be rewritten as
(19)
+ w T D T Px + x T C T Cx − γ 2 w T (t )w (t )]<0 ª PDi º
where Qij = Ai + Bi K j + Di Fi (t )(E1i + E2i K j ) , (19) can be Yii + «« 0 »» Fi (t ) [ E1i + E2i K i 0 0]
rewritten as «¬ 0 »¼
ªQij T P + PQij +C T C PD º ª x º T
˄26˅
¦ ¦
r r
h h [x T
w T
] « » « » <0 (20) ª PDi º
−γ 2 I ¼» ¬ w ¼
i =1 j =1 i j
DT P
¬« + [ E1i + E2i K i 0 0] Fi (t ) «« 0 »» < 0
T T

Using the Schur complement, inequality (20)is equivalent to «¬ 0 »¼

ª ¦ r ¦ r h h (Q T P + PQ ) PD C T º
« i =1 j =1 i j ij ij
» Using Lemma 1,˄26˅ is equivalent to
« D P
T
−γ 2 I 0 » < 0 (21) ª PDi º ª PDi º
T
« »
« C 0 −I » Yii + εii «« 0 »» «« 0 »»
¬ ¼ ˄27˅
Using the Schur complement, it is obvious to obtain «¬ 0 »¼ «¬ 0 »¼

+ε ii [ E1i + E2i K i 0 0] [ E1i + E2i K i 0 0] < 0

(22)from inequality(20) −1 T
r r
¦ ¦ i =1
h h (Qij P + PQij )<0
j =1 i j
T
(22)
Inequality ˄27˅can be rewritten as
So, if inequality (21)is satisfied, it leads to the time deriva- ª(Ai + Bi K i )T P + P (Ai + Bi K i )+ º
tive of V (x (t )) along the trajectories of (14)with w (t )=0 , i.e « −1 PD C T »
«εii PDi Di P + ε (E1i + E2i K i ) (E1i + E2i K i )
T T
»
V (x (t ))=x T ¦ ¦ h h (Q T P + PQ )x <0 . From Lyapunov
r r ii
« »
i =1 j =1 i j ij ij
« D PT
−γ I 0 » < 0 (28)
2

theorem the whole fuzzy system (14) is asymptotically sta- « C 0 − I »»

ble. «
« »
Next to obtain the sufficient conditions such that inequality ¬« »¼
(21) is satisfied. (21) can be reformulated as Using the Schur complement, inequality (28) is equivalent
to
ªQij T P + PQij PD CT º
r r « » ˄23˅
¦ i =1 ¦ j =1 hi h j « D T P −γ 2 I 0 »
« C 0 − I »»
«¬ ¼
r r
= ¦ i =1 ¦ j =1 hi h j ȥij
r r
= ¦ i =1 hi2ȥii + ¦ 1İi < j hi h j (ȥij +ȥ ji )
ª(Ai + Bi K i )T P + P (Ai + Bi K i )+εii PDi Di T P PD CT (E1i + E 2 i K i )T º
« »
« DT P −γ 2 I 0 0 »<0 (29)
« C 0 −I 0 »
« »
«¬ E1i + E 2i K i 0 0 −εii I »¼

Pre-multiplying and post-multiplying ˄29˅ by diag { P −1 , I , I , I } let X = P −1 ˈ Wi = K i P −1 , which leads to inequality ˄15˅
in Theorem 1.
Similarly, inequality ˄16˅ in Theorem 1 is proved.

780