ApAPPLICATION OF ADAPTIVE NEURO FUZZY INFERENCE SYSTEM IN THE PROCESS OF TRANSPORTATION SUPPORTjor Article Anfis

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Asia-Pacic Journal of Operational Research

Vol. 30, No. 2 (2013) 1250053 (32 pages)
c World Scientic Publishing Co. & Operational Research Society of Singapore

DOI: 10.1142/S0217595912500534
APPLICATION OF ADAPTIVE NEURO FUZZY INFERENCE

SYSTEM IN THE PROCESS OF TRANSPORTATION SUPPORT
Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

by 178.222.67.165 on 03/20/13. For personal use only.
DRAGAN PAMUCAR
Military Academy, University of Defence

Pavla Jurisica Sturma 33, 11000 Belgrade, Serbia
dpamucar@gmail.com
VESKO LUKOVAC
Military Academy, University of Defence
Pavla Jurisica Sturma 33, 11000 Belgrade, Serbia
lukovacvesko@yahoo.com
C-TARLE
SNEZANA
PEJCI
Faculty of Transport and Trac Engineering, University of Belgrade
Vojvode Stepe 305, 11000 Belgrade, Serbia
snezana.tarle@gmail.com
Published 28 January 2013
The possibility for more condential predictions, leaning on scientic methods and
accomplishments of information technology leaves more time for the realization of logistic
needs. Longstanding ambitions to acquire desired levels of eciency within the system
with minimal costs of resources, materials, energy and money are the features of executive
structures of logistic systems. A successful logistic process is based on validation of technological development, indicating the need for a faster and more condential integration
of logistic systems and instilling condence with military units that provide critical
support (supply, transport and maintenance) will be reliably realized according to relevance and priority. Conclusions like these impose the necessity that the decision-making
process of logistic organs is accessed carefully and systematically, since any wrong decision leads to a reduced state of readiness for military units. To facilitate the day-to-day
operation of the Army of Serbia and the completion of both scheduled and unscheduled
tasks it is necessary to satisfy the wide range of transport requirements. In this paper,
the Adaptive Neuro Fuzzy Inference System (ANFIS) is described, thus making possible
a strategy of coordination of transport assets to formulate an automatic control strategy. This model successfully imitates the decision-making process of the chiefs of logistic
support. As a result of the research, it is shown that the suggested ANFIS, which has the
ability to learn, has a possibility to imitate the decision-making process of the transport
support ocers and show the level of competence that is comparable with the level of
their competence.
Keywords: Logistic process; neuro-fuzzy model; vehicle assignment problem; fuzzy sets.
Corresponding
author
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D. Pamu
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ci
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1. Introduction
Increased mobility and subsequent consumption of supply lends itself to the concept
that complex missions and tasks need to have an increased problem-solving input
by the custodians of the logistic system. The nature of military operations, by
denition, makes the accurate prediction of logistic requirement demanding and
uncertain. This is why maintenance of a reserve is needed, which, among other
things, imposes additional expense on the system.
In the Gulf War, the logistic support of the forces engaged is described as mountain movement. A division in that time spent munitions, fuel and other expendables
as much as the army during World War II. A total of 1.2 million liters of petrols, oils
and lubricants were spent daily, approximately a million liters of drinking water and
around 200 tractors were engaged in the process. During Operation Desert Storm,
the division spent more than 8 million liters of fuel for 100 hours of oensive action,
the resupply of which took more than 400 tankers with the volume of more than
200 m3 .
The logistic system in the Army of Serbia has been created to protect and
maintain military readiness. During the execution of the military operations, the
structure of logistic force elements, equipment and resources is organized so that the
success in combat and operations is ensured. Improvement in information security
and in technology of transport enables a formation to change mass with speed and
ensures that everything will work properly. Full spectrum supportability means
support to a soldier from the supply resource to the point where it should be
necessary; in a tunnel, in a dome of military engines, on a ship, in an airplane cabin
or in the base.
In order to achieve certain systems for logistic support, systems are created
to meet the required tasks and adjust to environmental changes and new requirements. It is models that use the methods of operational research that are frequently
created.
The paper investigates the problem of an optimal choice of transport depending
on the needs of Serbian military units. Units of logistic support in the Serbian
Armed Forces need to respond to numerous transport requirements coming from
other military units. Each requirement comprises many elements, which means that
the choice of an adequate vehicle is by no means simple. The presented problem is
known as vehicle assignment problem (VAP) or an assignment problem in general
(Bradley et al., 1977; Zeleny, 1982).
In the last decades, there were many attempts to solve the assignment of vehicles to transportation jobs (routes). In its simplest form, VAP can be formulated
as a linear programming problem (Abara, 1989) and solved with an application
of the simplex method (Cooke, 1985), an assignment algorithm called Hungarian
method (Bradley et al., 1977), network algorithms (Cooke, 1985) or the transportation method (Lot and Pegels, 1989) as well as its extensions (Pilot and Pilot, 1999).
In real life situations, VAP is more complicated and requires more advanced methods
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Application of Adaptive Neuro Fuzzy Inference System
to be solved. Some authors (L

obel, 1998; Rushmeier and Kantogiorgis, 1997; Ziarati
et al., 1999) formulate VAP in terms of the linear, integer or mixed integer programming problem. Some others (Beaujon and Turnquist, 1991) transform in terms of
linear, discrete model into a nonlinear, continuous form. In both cases, the problems are formulated either in deterministic or nondeterministic form (Beaujon and
Turnquist, 1991; Milosavljevic et al., 1996). Many models are based on queuing
theory (Green and Guha, 1995; Whitt, 1992). They consider either a homogeneous
(Beaujon and Turnquist, 1991; L
obel, 1998) or a nonhomogeneous eet (Rushmeier
and Kantogiorgis, 1997; Ziarati et al., 1999). Some of the models combine VAP
with other eet management problems, such as: eet sizing (Beaujon and Turnquist, 1991; Crainic and Laporte, 1997; Crainic, 2000), vehicle routing (Beaujon
and Turnquist, 1991) or vehicle scheduling (Booler, 1980; L
obel, 1998) with time
and capacity constraints (Crainic and Laporte, 1997; Crainic, 2000). The models
usually refer to specic transportation environments, such as urban transportation
(L
obel, 1998), rail transportation (Booler, 1980; Ziarati et al., 1999), or air transportation (Rushmeier and Kantogiorgis, 1997). In most cases, the proposed vehicle
assignment models have a single objective character, however, dierent objective
functions are considered. The most popular are total transportation costs (Ziarati
et al., 1999), prot (Beaujon and Turnquist, 1991; Rushmeier and Kantogiorgis,
1997), or empty rides (ows) (Lobel, 1998). Depending on specic characteristics
of VAP and complexity of the decision models, various solution procedures and
algorithms are applied to solve concrete instances of VAP.
Ziarati et al. (1999) consider the problem of assigning locomotives to trains that
operate on certain routes. The demand on specic routes inuences the composition and length of each train, which imposes certain conditions on selection of a
locomotive for a particular train. The decision problem is formulated in terms of
linear integer programming and solved by a customized branch and cut algorithm
(Bradley et al., 1977; Hillier et al., 1990).
Ichoua et al. (2003) present an original formulation of a dial-a-ride problem.
As opposed to traditional formulations of travel time as a function of distance in a
dial-a-ride problem, the authors propose travel time dierentiation based on various
factors, including time of the day, trac congestion and others. They construct
a mathematical model that involves a relationship between the travel speed and
the time of day. Their model is experimentally evaluated in static and dynamic
conditions.
Rushmeiner and Kantogiorgis (1997) present interesting considerations on
assignment of airplanes to particular transportation jobs (ights). They formulated
VAP in terms of mixed integer mathematical programming with price-wise linear
constraints. The decision problem is solved by a Cplex solver for GAMS system and
a heuristic procedure for rounding of noninteger solutions.
The most up-to-date approaches to modeling and solving VAP involve stakeholders analysis leading to multiple objective formulations of the problem (Singh
and Saxena, 2003), analysis of uncertainty and imprecision of data (Milosavljevic
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et al., 1996; Zak, 2002), and application of articial intelligence methods in the
solution procedures of the problem (Vukadinovic et al., 1996; Vukadinovic et al.,
1999).
Zeleny (1982) and Singh and Saxena (2003) claim that multiple criteria formulations of dierent categories of transportation decision-making problems are more
realistic than their single criterion equivalents. Zeleny (1982) proposes one of the
rst multiple criteria formulations of a classical transportation problem.
Singh and Saxena (2003) investigate another variant of a transportation problem focused on optimization of the total transportation time between certain
origins and destinations. The authors consider three nonlinear, time-oriented criteria, such as riding time, loading and unloading time, and a set numerous constraints. The problem is solved by a heuristic procedure that utilizes a specic
and original structure of the problem. The optimal solution denes a minimal ow
of materials in the transportation network and a minimal time required to distribute this ow in a network. Computational eciency of the proposed algorithm
is analyzed on a real life case study focused on transportation of iron in a steel
industry.
Milosaviljevic et al. (1996) formulate a VAP for a road transportation company. The authors consider a heterogeneous eet operating from a central depot
and dene types of vehicles allocated to concrete transportation jobs. The decisionmaking problem is formulated in terms of fuzzy mathematical programming and
solved by an original heuristic procedure. Fuzzy numbers are applied to model the
dispatchers preferences and dierent categories of constraints associated with eet
assignment. Further extension of this research is presented in the articles of Vukadinovic et al. (1999) in which neural networks are applied to generate a set of fuzzy
decision rules allocating vehicles to transportation jobs. Due to the fact that in many
real life situations VAP is characterized by high computational complexity, especially when it is combined with other eet management problems, several authors
apply heuristic procedures to solve the analyzed problems. In some cases, heuristics
are combined with other well-known techniques, such as branch-and-bound algorithm (Rushmeier and Kantogiorgis, 1997; Henn, 2000). In the last several years,
metaheuristic algorithms earned great popularity as a solution procedures for an
assignment problem (Jaszkiewicz, 1997; Taillard, 1995).
In the vehicle asignment model presented in this paper, experience of ocers
commanding logistic support units is accumulated into the neuro-fuzzy network
that can provide a generalized approach. Adaptive neuro-fuzzy network is trained
to make optimal choices based not only on standard criteria (reliability of the means
of transport, mobility of the means of transport in eld conditions, exploitation of
the cubage of means of transport and the price per tonal kilometer), but also on
additional criteria. Additional criteria are rank units, terrorist activity along lines of
logistic support, combat activity in the vicinity of the unit being supplied, protection
of human and material resources from hostile activity.
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2. Structure of the Neuro-Fuzzy System

Fuzzy neural nets are based on joining of fuzzy logics concepts and articial neural
nets are based on the theories that have found their place on top of interest of
researchers in the eld of articial intelligence.
Fuzzy logics, Zadeh (1988, 1989), enables a mathematical potential for description of indeniteness related to cognitive processes with man, such as thinking and
reasoning. It enables reasoning with incomplete and insuciently precise information, which is also called approximate reasoning (Zadeh, 1975).
Fuzzy logics is mostly used for modeling complex systems in which it is hard
to dene, by using other methods, interdependence that exists between certain
variables. The models based upon the fuzzy logics are based on IF-THEN rules,
Lee et al. (2003). Each rule establishes a relation between the linguistic values
through an IF-THEN statement
IF x1 is Aj1 AND . . . AND xi is Aji AND . . . AND xn is Ajn THEN y is Bj ,
where xi , i = 1, 2, . . . , n are the input variables, y is the output variable Aj and
Bj are linguistic values labeling fuzzy sets. The degree with which the output variable y matches the corresponding fuzzy set Bj , depends on the degrees of matching of the input variables xi , i = 1, 2, . . . , n to their fuzzy sets, Aj and on the
logic format (AND, OR) of the antecedent part of the rule (Delgado et al., 2002).
So, it is immediate calculating the degree of matching in each rule as shown in
Fig. 1.
Each rule gives a fuzzy set, with a membership function cut in the higher zone.
By all the rules is given a set of fuzzy sets with dierently cut membership functions, whose deterministic values all have a share in the inferential result, Teodorovic (1999). A single value is needed to have a useful result. The resulting fuzzy
set has to be converted to a real number. This operation is called defuzzication,
Fig. 2.
On the other hand, articial neural nets, with their dierent architectures built
on the concept of articial neuron, are developed in such a way that they act
as biological neural systems in performing functions as learning and recognition of
samples, Vemuri et al. (1998). While fuzzy logics enables the mechanism of reasoning
with incomplete and insuciently precise information, articial neural nets oer
certain extraordinary possibilities, such as the possibility of learning, adaptation
and generalization, Wang and Keerthipala (1998).
Articial neurons, like biological ones have simple structure and similar functions
as biological neurons. The body of neuron is called the node or a unit, as it is shown
in the Fig. 3.
Articial neuron is a simple element of processing that performs a simple mathematical function. Input values in a neuron are shown with x1 , x2 , . . . , xn , where n
is the overall number of inputs in the neuron. Each input value is rstly multiplied
with weight coecient wij , j = 1, 2, . . . , n, where i is order number of the neuron in
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ACTIVATION
IF
OR
THEN
x
2
OR
ACCUMULATION
x
1
IF
THEn

x
1
x
2
-100
30.8
100
Fig. 1. Applying rules.
the neural net, Takagi (2000). These multiplied values are then summed and result
in pi .
pi =
n
wij xj .
(1)
j=1
This value is used as an input in a nonlinear function , which depends on the

parameter the point of activation. The dependence is most frequently such
that is subtracted from pi and hence their dierence is used as the input in the
yout
Fig. 2. Defuzzication.
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x1
x2
x3
w1
w2
w3
NET = x1 w1 + x2 w2 + ... + xn wn
OUT = F (NET )
wn
xn

Fig. 3. Articial neuron.
nonlinear function , Park (2002). In this way, we get the value of the input i
neuron:
n

wij xj .
(2)
yi = (pi ) =
j=1
Values of the weight factors wij , j = 1, 2, . . . , n can be changed i.e., adjusted to

input and output data to acquire minimal error with respect to given data. This
process of adjustment of the weight factors is called learning i.e., training of neural
net.
Both neural nets and fuzzy logics deal with important aspects of demonstration
of knowledge, reasoning and learning, but they use dierent approaches and possess
their own advantages and disadvantages. Neural nets can learn from the example,
but it is almost impossible to describe the knowledge acquired in this way. On
the other hand, fuzzy logics enables approximate reasoning, but does not have the
feature of self adjustment (Table 1).
The main idea of this neuro-adaptive technique is based on the methods of fuzzy
modeling and learning on the given composite of data. This method of learning is
similar to the method of learning with neural nets. By using the given input/output
data, Adaptive Neuro Fuzzy Inference System (ANFIS) forms fuzzy system of reasoning in which the parameters of aliation function are set by using algorithm
of back propagation or combined with method of the smallest square error. This
approach enables that the fuzzy system learns on the data it models. The general
structure of ANFIS is shown on Fig. 4.
Table 1. Comparative features of fuzzy logics and neural nets.
Neural nets and fuzzy logic
Advantages
Disadvantages
Fuzzy logics
Approximate reasoning
No adjustment
Neural nets
Learning from example
Hard description of knowledge
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x
min
min
min
min
min
min
S
NORMALIZATION
4
5
min
min

min
y
Fig. 4. Structure of ANFIS.
3. Choice of Transportation Using ANFIS Model

The purpose of logistics in the Army of Serbia is to create forces, armament and
military equipment and enable constant support in military actions. The primary
goal of military logistics is to contribute to national protection through security of
needed systems and means of armament and military equipment whose features are
reliability, eectiveness and eciency, high degree of readiness and technological
superiority of potential antagonists.
According to the draft of military doctrine of the Army of Serbia, principal
functions of logistics are:
Maintenance,
Fabrication,
Services,
Transport,
Facilities.
One of the most important functions of logistics is supply and transport. Supply
means purchase, spreading, storing and keeping stored material reserves, including
a denition of the type and amount of reserves on each level.
The units of transportation support (UTS) every day activities and receive
a number of transportation requests from other units of the Army of Serbia
that want to transport various types of loads to dierent destination. Every request
of transport is featured by greater number of attributes amongst which the most
important are the type of goods, the amount of goods (weight and cubage), the
place of loading and unloading, desired hours of loading and/or unloading and the
distance on which the products are being transported.
Given that in many eets in the Army of Serbia there are various types of
vehicles the dispatchers have to make decisions every day about the most suitable
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type of vehicle to carry out the task. In logistic bases, the following vehicles are used
for performing the task TAM 4500/5000 with the cubage of 5t, FAP 1314 with the
cubage of 8t, TAM150 T11 with the cubage of 12t and FAP 2026 with the cubage
of 20t.
The criteria upon which the organ of logistic support makes a selection and
brings conclusions for the vehicle that will be directed to the task are:

Reliability of the means of transport,

Mobility of the means of transport in eld conditions,
Exploitation of the cubage of means of transport,
The price for tonal kilometer.
During the conduct of military operations in Bosnia and in the area of Kosovo,
it has been demonstrated that the UTS that have been actively included in combat required active logistic support that is primarily shown through supplies of the
necessary amounts of munitions for infantry and artillery. Usage of munitions during combat operations is large, and the impossibility of forehand supplies with the
aforementioned units means the battle readiness of the units is jeopardized. Experiences of the ocers from the logistic force elements that took part in supplying
the units during the war ghting have shown that, besides basic criteria that serve
for choosing the means of transport for completing the mission, it is necessary to
get to see additional criteria that are primarily based upon the experience of the
key decision makers.
Ocers with experience have established criteria that they use to choose a vehicle whose construction and technical characteristics satisfy the conditions for transportation of a particular type of load. By fuzzy collections qualitative and imprecise
information can be quantied. Hence, fuzzy reasoning can be used as a technique
by which descriptive heuristic rules are transformed into automatic strategy.
The basic problem that an analyst faces while developing fuzzy systems is dening the basis of fuzzy rules and parameters relating to the function of adherence of
fuzzy collections that describe input and output variables.
3.1. Description of the problem
The considered problem is a daily timetable of vehicles at disposal on certain number
of requirements of transport. Means of transport go to completion of the mission
from the logistic base and return there upon completion of the task. Reasons for
this tactic of servicing are insucient transport of various types of load by the same
vehicle and the fact that various types of load belong to dierent units of the Army
of Serbia. Figure 5 shows the logistic base with certain number of units that need
to be serviced.
Each transport requirement features the following attributes:
The unit where the load needs to be delivered (place and rough time of loading
and unloading),
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Fig. 5. Logistic base with units that need to be serviced.
The amount of the load transported (type of the load, weight, and volume) and
The distance on which the load is being transported (the distance between the
logistic base and certain unit).
Depending on the requirement of transport the classication of the vehicles on
transporting missions can be made daily, weekly, monthly and yearly. Here, a case
of daily supply was considered.
The considered problem belongs to the task of assigning. The problem of classication falls into the problem of linear programming. It consists of classication of
n resources and activities to m places and performers, where maximal eciency is
wanted. In our case, it means that it is necessary to dene the function of the aim,
that is, classify the vehicles on transporting missions with minimal costs of transport
with limitations and treating problems as problems of mathematical programming.
The main drawback of the approach based on mathematical programming is the
fact that it is not simple to formulate the objective function and set hard limitations. Besides, the information available to dispatchers are frequently imprecise or
given in the descriptive form:
Often it is impossible to determine the costs of transport precisely,
Units of higher rank have priority compared to units of lower rank,
Some vehicles are more suitable for completing transport tasks on specic conguration of the eld and in certain climatic conditions,
Performance of the battle actions near the units that need to be supplied with
material means requires direction of vehicles that give a certain level of protection
to drivers and load,
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Activities of terrorist or insurgent groups near arterial routes along which resupply of units is performed.
This is why, the conventional approach cannot comprise all relevant imprecise
parameters. In most of the cases, this phase of the process of determining the UTS is
reduced to practiced knowledge of those who make decisions. However, the problem
arises when the decision about engagement of certain types of vehicles is to be made
by individuals who do not possess enough practiced knowledge. A solution of the
given problem is proposed in this work, by creating an ANFIS model.

3.2. Design of ANFIS model

An integral part of an ANFIS model is fuzzy system of inference. Problems that
an analyst faces when developing fuzzy system are determining of composites of
linguistic rules that a dispatcher uses and parameters of the function of adherence
of incoming/outgoing couples.
Generation of the function of adherence of fuzzy composites and couples by
means of which dispatchers behave imply long communication with a great number
of dispatchers with experience. Membership functions of fuzzy composites, which
describe the same notion proposed by various dispatchers, can be really dierent.
This is why, the features of developed fuzzy system depend on the number of disposable dispatchers and the ability to formulate the strategy of distribution.
It is thought that the fuzzy system is composed of four input variables: reliability,
mobility, tonnage use and the price by tonal kilometer and, one output variable,
preference of the dispatcher to supply a certain transport requirement with certain
type of vehicle.
ANFIS implements a Takagi Sugeno Kang fuzzy inference system in which the
conclusion of a fuzzy rule is constituted by a weighted linear combination of the
crisp inputs rather than by a fuzzy set. The described criteria are listed in Table 2.
The composite of Ki (i = 1, 2, . . . , 4) is made of two subsets:
K + , subset of the criteria of benecial type, higher values desirable and
K , subset of the criteria of cost type, lower values desirable.
Values of input variables are described by means of linguistic descriptors S =
{l1 , l2 , . . . , li }, i H, H = {1, 2, . . . , T }, where T is the overall number of linguistic
Table 2. Criteria for evaluating the oered means of transportation.
Criterion
Min
Max
Numerical
Linguistic
Reliability of the means of transport (RMT)
Mobility of the means of transport in eld

conditions (MMTFC)
Exploitation of the cubage of transport (ECMT)
Cost of tonal kilometer (CTK)
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descriptors. Linguistic variables are presented by triangle fuzzy number, which is

dened as (, , ) (Martinez, 2007).
0,
x<
, x
li (x) =
.
(3)
x
0,
x>
In our example, the number of linguistic variables is T = 5: very low VL, low
L, medium M, high H and very high VH. Linguistic descriptors have the
following values (Fig. 6).
Membership functions of fuzzy linguistic descriptors lki (i = 1, T , k = 1, K) are
dened as:

0,
0 < x < 0.10
,
(4)
lV L =
(0.26 x)/0.16 0.1 x 0.26
lL =

(x 0.14)/(0.12), 0.14 x 0.30
(0.43 x)/0.13,
lM =
(x 0.3)/0.15,
0.30 x 0.43

0.30 x 0.45
(0.60 x)/0.15 0.45 x 0.60
lH =
(x 0.5)/0.12,

0.50 x 0.62
(0.77 x)/0.15 0.62 x 0.77
lVH =
x 0.83
(6)
(7)
1
0.8
0.6
0.4
0.2
0.1
0.2
0.3
0.4
0.5
0.6
0.7
Fig. 6. Linguistic descriptors.

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0.8
(5)

(x 0.66)/0.17, 0.66 x 0.83
1,
0.9
(8)
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Since linguistic values lki (i = 1, T , k = 1, K) are described by fuzzy numbers

lki {lki , elki }, the process of normalization is realized according to the following
(Herrera et al., 2008):
(a) for benecial criterion k(k K), the process is realized according to the
form

(lki )n =
lki
,
lkmax
(9)
where lkmax is maximal value of fuzzy number lki (k = 1, 2, . . . , K), for lki
(lki ) = 0.
(b) for cost criterion k(k K), the process is realized according to the following
(lki )n = 1
lki lmin
k
,
lkmax
(10)
where lkmin is minimal value in the area of fuzzy number lki (k = 1, 2, . . . , K) for
(l ) = 0.
f
lki ki
Defuzzication of linguistic descriptors is done through application of the Centre
of Gravity method as per expression (Pamucar et al., 2011):
x2
lki =
lki (x) x dx
x1x2
,
x1 lki (x) dx
0.62
lH =
x0.5
x
0.5
0.62 0.12
x0.5
0.12
0.5
dx +
dx +
0.77
0.77x
0.15 x dx
0.77x
0.15 dx
0.62
0.62
0.77
= 0.6382 0.64.
The main problem, which the analyst faces, while creating fuzzy system is determining of base for fuzzy rules and parameters of the membership functions of fuzzy
composites that describes input and output variables (Table 3). In fuzzy systems,
as functions of adherence, Gaussian curves are depicted (Fig. 7).
In order for the base of rules to be dened, it is necessary to determine the
relative importance of criterion wk , k = 1, 2, . . . , K(K = 4). After the survey with
dispatchers in units and delivered prognosis the data are statistically elaborated
(Table 4).
Table 3. Values of function parameters before the training of ANFIS.
Membership function/Input value
RMT
MF 1
MF 2
(11.5, 14.43)
(12.9, 33.1)
MF 3
(11.7, 83.92)
MMTFC
(0.12, 0.15)
(0.153, 0.53)
(0.19, 0.99)
ECMT
(5.18, 1.74)
(5.78, 21.75)
(7.11, 42.70)
CTK
(14.2, 2.62)
(13.4, 47.25)
(11.5, 98.38)
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medium
high
low
1
0.8
0.8
Degree of membership
low
1
0.6
0.4
0.2
medium
0.6
0.4
0.2
0
20
30
40
50
60
70
80
90
0.2
0.3
Reliability of the means of transport

low
0.4
0.5
0.6
0.7
0.8
0.9
Mobility of the means of transport in field conditions
medium
high
0.8
low
1
medium
high
0.8

high
0.6
0.4
0.2
0.6
0.4
0.2
0
5
10
15
20
25
30
35
20
Cost of tonal kilometer
30
40
50
60
70
80
90
Exploitation of the cubage of means of transport
Fig. 7. Membership functions before the training of ANFIS system.
Table 4. Degree of criteria inuence.

Criterion
Importance of the criteria, Wk
RMT
0.40
MMTFC
0.28
ECMT
0.20
CTK
0.12
Relative importance of criteria and the degree of their inuence on preference

of choice of dispatchers are gained by normalization of weights in the following way
(Khosravi et al., 2005):
1/n
n

j wki
w

wi =
ki
j=1
1/n
1/n 1
n
n
n

j wki
= K
=
j wki
j wki
,

j w
j=1
ki
j=1
i=1
1250053-14
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1250053.tex
Layer 2
Layer 1
Layer 3
Layer 4
Layer 5
A1
Reliability of the means
of transport
x1
A2
(y)
v1
A3
B1
(y
v2
Mobility of the means of

transport in field conditions
x2
B2
B3
v3(y)
C1
v4
x3
Preferential dispatcher
C2
5 (y
C3
(y

Exploitation of the cubage of

transport
D1
x4
D2
D3
O1i
O2i
O3i
O4i
O5i
Fig. 8. Structure of the ANFIS.
K
w
k = 1, w
k [0, 1], [0, 1],
(12)
j=1
where j is the preference of a decision maker, i.e., the degree of condence.

The initial fuzzy system, which determines the preference of dispatcher that
certain transport requirement is served with vehicle of tonnage of 5, 8, 12 or 20
tons is projected into adaptive neural net (Fig. 8). The main aim of ANFIS model
is to decrease the role of a dispatcher while constructing fuzzy system and leaning
on concrete examples of the decisions made in practice while choosing the motor
vehicle for completion of the tasks given.
Layer 1. The junctions of the rst layer represent verbal categories of input variables that are quantied by fuzzy composites. Each junction of the rst
layer is adaptive junction and is described by the function of adherence
xi (xi ), i = 1, . . . , 4. Functions of adherence are described by the form of
Gaussian curves that are featured by two parameters c and .
1
Gaussian(x, c, ) = e 2 (
xc 2
)
(13)
Since fuzzy rules are expressed in the form IF the condition THEN the
consequence, the categories of output variables that are quantied by
fuzzy composites are shown as adaptive junctions of the rst layer (Altug
et al., 1999; Chiclana et al., 2007).
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Layer 2. Each junction of this layer counts minimal value of four input values.
Output values of the junction of the second layer are the importance of
rules.
O12 = wi = Ai (x1 ) Bi (x2 ) Ci (x3 ) Di (x4 ).
(14)

Layer 3. Every ith node in this layer calculates the ratio of the ith rules ring
strength to the sum of all rules ring strength.
wi
i = 4
, i = 1, . . . , 4.
(15)
O13 = w
i=1 wi
Layer 4. The fourth layer has ve adaptive junctions that represent the preference
of dispatchers that certain transport requirement serves certain type of
vehicle. Each junction of this layer counts the section of certain fuzzy
composite with maximal value of input importance of rules.
i fi .
O14 = w
(16)
Layer 5. The only junction of the fth layer is xed junction by which the output result of fuzzy system is gained. This is fuzzy composite with certain degrees of adherence of possible preference of dispatchers to direct
the transport task to certain vehicle considered. The output value is real
number that is found in the interval of zero to one (Sneider and Frank,
1996).

wi fi
5
w
i fi = i
.
(17)
O1 = Overall output =
i wi
i
By training the neural net with numerical examples of made decisions, initial forms
of input/output functions of adherence to the phase of composites are readjusted.
The values of the membership functions after the training of ANFIS are shown in
the Table 5.
The change of function of adherence is trained by backpropagation algorithm.
Neuro-fuzzy modeling requires possession of useable numerical data. Trust in the
gained result is increased if we dispose of high enough representative pattern that
would be used for training (Fig. 9).
Proposed neural net is trained on 298 dispatcher decisions. Table 6 gives a set
of 40 transportation requests used in neuro fuzzy network training. The remaining
Table 5. Values of function parameters after the training of ANFIS.

Membership function/Input value
RMT
MF 1
(64.45, 50.92)
MF 2
(66.5, 72.6)
MF 3
(58.42, 77.62)
MMTFC
(3.828, 0.39)
(5.085, 7.37)
(3.14, 4.41)
ECMT
(79.1, 33.45)
(52.57, 63.29)
(76.38, 74.16)
CTK
(31.2, 21.78)
(29.87, 41.33)
(29.61, 26.79)
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medium
high
low
1
0.8
0.8
low
1
0.6
0.4
0.4
0.2
0
30
40
50
60
70
80
90
0.2
high
0.8
0.8
0.6
0.4
0
25
0.8
0.9
30
medium
high
0.4
0.2
20
0.7
0.6
0.2
15
0.6
low

medium
10
0.5
Mobility of the means of transport in field conditions
0.4
0.3
Reliability of the means of transport

low
high
0.6
0.2
20
medium
35
20
30
40
50
60
70
80
90
Exploitation of the cubage of transport
Fig. 9. Membership functions after the training of ANFIS.
set is used in training is shown in Appendix A. The composite of data for training
that neural net gained by surveying the heads that have a working experience for
minimal 15 years on the jobs of organization of logistic support in the units of the
Army of Serbia.
Back propagation algorithm is used for training. The data form training composite xk , k = 1, 2, . . . , n, where n is the overall number of input values of ANFIS
model, are periodically transmitted through the net. Gained values on the output
of the net yi are compared with expected data yid for input value xk .
i = f (qi )(yid yi ).
(18)
If there is a dierence between gained and expected data, modications are made on
the connections between the neurons with the aim of decreasing errors, i.e., functions
of adherence in the adaptive junctions are set.
j = f (Sj )
n
wij i .
j=1
1250053-17
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Table 6. Characteristics of 40 transportation requests (training pairs).

Transport request
RMT
MMTFC
ECMT
PTK
ftraining
fANFIS
1.
0.9922
0.6693
57
0.3398
0.757
0.755
2.
0.7953
0.8124
19
0.9660
0.573
0.584
3.
0.9131
0.6571
46
0.7189
0.660
0.649
4.
0.0711
0.3116
80
0.7497
0.343
0.342
5.
0.5092
0.9209
11
0.2234
0.560
0.571
6.
0.6383
0.6250
21
0.7729
0.486
0.497
7.
0.9248
0.7278
68
0.1035
0.802
0.813
8.
0.0879
0.9519
35
0.1928
0.485
0.496
9.
0.9153
0.4948
74
0.6161
0.692
0.688
10.
0.2705
0.8124
31
0.7957
0.436
0.447
11.
0.2317
0.1518
96
0.9435
0.372
0.383
12.
0.0661
0.3429
19
0.4298
0.230
0.241
13.
0.0373
0.0557
16
0.1477
0.155
0.166
14.
0.9051
0.2470
69
0.3356
0.630
0.641
15.
0.5994
0.7485
35
0.1591
0.606
0.610
16.
0.5677
0.2906
23
0.7142
0.372
0.383
17.
0.5511
0.3710
33
0.2741
0.459
0.470
18.
0.9544
0.5018
85
0.1118
0.786
0.790
19.
0.4887
0.3786
0.7599
0.321
0.332
20.
0.6365
0.6405
92
0.1253
0.732
0.737
21.
0.7354
0.8459
97
0.7547
0.778
0.789
22.
0.6663
0.3996
40
0.6245
0.491
0.502
23.
0.0173
0.9084
89
0.8082
0.520
0.531
24.
0.9503
0.6196
69
0.7286
0.718
0.729
25.
0.4674
0.1280
14
0.6886
0.268
0.268
26.
0.0259
0.5208
31
0.0271
0.340
0.337
27.
0.3702
0.0164
80
0.4119
0.393
0.389
28.
0.9153
0.3949
91
0.5340
0.713
0.719
29.
0.0431
0.0631
78
0.4626
0.283
0.294
30.
0.8732
0.8251
74
0.1495
0.823
0.834
31.
0.1771
0.2776
90
0.4120
0.429
0.440
32.
0.8289
0.4331
81
0.1777
0.705
0.694
33.
0.7716
0.4607
40
0.5255
0.556
0.567
34.
0.3447
0.1692
38
0.7060
0.296
0.313
35.
0.9198
0.2518
61
0.3962
0.610
0.621
36.
0.9785
0.0300
48
0.7878
0.493
0.504
37.
0.2659
0.2888
28
0.9728
0.252
0.263
38.
0.3539
0.9993
60
0.3016
0.643
0.632
39.
0.1168
0.9127
15
0.0024
0.452
0.463
40.
0.0429
0.6778
60
0.2126
0.447
0.436
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0.7
Dispatcher's preferences
0.6
0.5
0.4
0.7
0.6
0.5
0.4
80
0.8
0.8
0.6
Mobility of the
0.4
means of transport
in field conditions
60
Exploitation of the 40
20
0.2

cubage of transport
0.6
Mobility of the
0.4
means of transport
in field conditions
0.7
0.6
0.5
0.4
40
0.2
20
80
60
Reliability of the
means of transport
0.7
0.6
0.5
0.4
80
30
80
20
60
60
40
10
20
Reliability of the
means of transport
Exploitation of the
cubage of transport
30
20
40
20
10
Fig. 10. Graphic representation of the set of the possible solutions of input variables.
Fig. 11. Training data ANFIS output.
After that, the next value xk is transmitted. Neural net is trained if it can
successfully solve the tasks it is trained for. After training the neural net can generalize new input data that it is not trained for (Figure 10).
1250053-19
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Comparative values of ANFIS model criteria functions (fANFIS ) and training set
criteria functions (ftraining ) is shown in Fig. 11. Figure 11 shows the negligible error
at ANFIS model output.
Five-layered adaptive net is tested on 25 dispatcher decisions. For each type
of vehicle, the data from transport requirement are transmitted through ANFIS,
hence, gaining certain values of input functions. Transport vehicle is chosen as:
fVi = max(fVi ),
i = 1, . . . , 4.
(20)

4. Results
A total of 25 transport requirements are considered for units that are found on
the tasks of security of administrative line of Kosovo and Metohija. Features of
transport tasks are shown in Table 7.
Besides shown features, transport task is described by the time of loading
and unloading, location where the unit is set, the degree of danger that the
Table 7. Features of transport tasks.
Transport task
Priority units
Type of cargo
The amount of
cargo tons
Type of road
Rural
1.
First
Infantry ammunition
32
2.
Second
Infantry mine
20
Country
3.
4.
First
First
Gun ammunition
Infantry ammunition
226
35
Asphalt
Rural
5.
6.
Second
Third
Food
Food
15
9
Rural
Asphalt
7.
First
Infantry ammunition
15
Country
8.
9.
Second
First
Infantry mine
Anti-tank mine
19
23
Rural
Country
10.
First
Anti-tank mine
28
Rural
11.
12.
Second
Third
Infantry mine
Infantry mine
9
11
Asphalt
Country
13.
14.
Third
First
Food
Gun ammunition
12
126
Rural
Rural
15.
First
Infantry ammunition
75
Asphalt
16.
17.
Second
Third
Gun ammunition
Food
21
61
Rural
Country
18.
Third
Food
19
Asphalt
19.
20.
Second
First
Infantry mine
Gun ammunition
147
97
Country
Country
21.
22.
Second
First
Infantry ammunition
Infantry mine
73
33
Asphalt
Asphalt
23.
First
Gun ammunition
371
Rural
24.
25.
First
Second
Gun ammunition
Anti-tank mine
27
55
Asphalt
Asphalt
1250053-20
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1250053.tex

itinerary is found in by hostile forces, as well as the possibility to use alternative

directions.
Where V1 = TAM 4500/5000 with the cubage of 5t, V2 = FAP 1314 with the
cubage of 8t, V3 = TAM150 T11 with the cubage of 12t and V4 = FAP 2026 with
the cubage of 20t.
The numerical results of Tables 6 and 8 imply the applicability of the proposed
model used as a decision-making tool for vehicle assignment. As is shown in Table 8,
decisions on vehicle assignment at ANFIS model output are identical to those made
by dispatchers. In transportation requirements 1, 8, 10, 13, 14, 15, 17, 19, 20 and
23, ANFIS model gave alternative types of vehicle, which is acceptable, in some
cases it is even preferable, as units of Serbian armed forces have a heterogeneous
motor pool at their disposal.
Table 8. Comparative review of decisions and ANFIS model.

Transport
request
Selection of vehicles for the transport request

Dispatcher
ANFIS
1.
V3
V2, V3
2.
V3
V3
3.
V4
V4
4.
V3
V3
5.
V2
V2
6.
V1
V1
7.
V3
V3
8.
V3
V3 , V4
9.
V3
V3
10.
V3
V3 , V4
11.
V1
V1
12.
V3
V3
13.
V3
V3 , V4
14.
V3
V3 , V4
15.
V1
V1 , V2
16.
V3
V3
17.
V3
V3 , V4
18.
V4
V4
19.
V3
V3 , V4
20.
V1
V1 , V2
21.
V4
V4
22.
V4
V4
23.
V1
V1 , V2
24.
V1
V1
25.
V4
V4
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5. Conclusion
The development of ANFIS model has allowed the strategy of scheduling vehicles
of transport tasks to evolve into an automatic control strategy. Performances of the
ANFIS developed depend on the number of experienced chiefs of logistic support,
as well as the ability of analysts to formulate the strategy of making decisions after
long communication with them.
As a result of research, it has been shown that proposed adaptive fuzzy system,
which possesses the capability of learning, can imitate decision making of the chiefs
of logistic support and show the level of prociency that is comparable to the level
of their prociency.
By getting to see the performances of the trained neural net, i.e., readjusted
fuzzy systems and gained results we can conclude that the ANFIS model can reproduce the decisions of the dispatcher with great accuracy, hence scheduling vehicles
to completing of transport tasks. This is primarily important in situations when the
decision is to be made by the organ of logistic support, which does not have needed
experienced knowledge.
1250053-22
1250053.tex
0.9170
0.4404
0.4976
0.8888
0.5104
0.1288
0.8072
0.5766
0.1524
0.1431
10.
11.
12.
13.
14.
15.
16.
17.
18.
0.3747
6.
9.
0.9023
5.
0.3086
0.0765
4.
8.
0.4267
3.
0.7263
0.1478
2.
1250053-23
0.6921
0.1639
0.1717
0.1618
0.5407
0.9445
0.0450
0.7909
0.9939
0.9662
0.3272
0.3727
0.8341
0.3239
0.3166
0.9621
0.7022
0.9736
81
40
84
65
34
34
77
16
23
20
53
69
29
30
51
90
25
19
0.9760
0.5265
0.7058
0.2002
0.0540
0.5685
0.2891
0.1984
0.8214
0.2928
0.4412
0.0167
0.9633
0.1851
0.1723
0.5811
0.9113
0.4292
0.463
0.250
0.493
0.574
0.387
0.590
0.588
0.532
0.528
0.732
0.395
0.637
0.458
0.569
0.332
0.705
0.334
0.613
0.474
0.233
0.504
0.585
0.398
0.601
0.599
0.549
0.539
0.715
0.406
0.626
0.469
0.580
0.343
0.716
0.323
0.624
36.
35.
34.
33.
32.
31.
30.
29.
28.
27.
26.
25.
24.
23.
22.
21.
20.
19.
0.7644
0.6119
0.4628
0.1137
0.7299
0.9757
0.6126
0.9806
0.3449
0.7670
0.2040
0.1474
0.6665
0.4999
0.9714
0.8173
0.5870
0.8912
0.8584
0.4832
0.9424
0.4296
0.3604
0.8277
0.9733
0.3013
0.6802
0.0816
0.0446
0.2599
0.7380
0.3143
0.5910
0.6970
0.7121
0.1472
43
59
76
95
47
85
43
93
98
90
32
63
43
32
10
59
97
66
0.0815
0.1435
0.4715
0.8935
0.6965
0.1788
0.2085
0.7142
0.4060
0.3832
0.7240
0.7649
0.1915
0.3147
0.1988
0.3273
0.9199
0.7199
0.724
0.592
0.688
0.417
0.511
0.884
0.693
0.695
0.629
0.580
0.192
0.311
0.643
0.418
0.622
0.710
0.670
0.549
0.735
0.603
0.697
0.428
0.522
0.893
0.704
0.706
0.640
0.591
0.203
0.294
0.654
0.429
0.633
0.721
0.681
0.538
January 24, 2013 18:20 WSPC/S0217-5959
7.
0.6182
1.
Transport RMT MMTFC ECMT CTK ftraining fANFIS Transport RMT MMTFC ECMT CTK ftraining fANFIS
request
request
Appendix A.

2nd Reading
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1250053.tex
0.5219
0.2897
0.9696
0.5300
0.5907
0.1434
0.1811
0.8318
0.3403
0.9491
0.9936
0.8635
0.4818
0.6440
0.4223
0.4873
0.7877
0.4820
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
1250053-24
47.
48.
49.
50.
51.
52.
53.
54.
0.6259
0.4373
0.0699
0.7147
0.2698
0.7990
0.7655
0.6113
0.8599
0.2080
93
66
12
36
68
28
83
51
78
22
29
47
57
53
69
95
36
23
0.3861
0.3557
0.2837
0.7544
0.0776
0.2517
0.3698
0.8120
0.5130
0.7023
0.9196
0.9885
0.0932
0.9324
0.3318
0.6110
0.1710
0.8039
0.650
0.636
0.293
0.477
0.569
0.553
0.802
0.677
0.834
0.266
0.504
0.338
0.504
0.368
0.468
0.740
0.487
0.392
0.661
0.647
0.304
0.488
0.578
0.564
0.813
0.688
0.845
0.277
0.513
0.349
0.515
0.379
0.479
0.749
0.498
0.403
72.
71.
70.
69.
68.
67.
66.
65.
64.
63.
62.
61.
60.
59.
58.
57.
56.
55.
0.7315
0.4648
0.3307
0.5550
0.8377
0.2852
0.2868
0.4719
0.4258
0.5373
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2nd Reading
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2nd Reading
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2nd Reading
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1250053.tex
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2nd Reading
1250053.tex
2nd Reading
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D. Pamu
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APJOR
D. Pamu
ci
c-Tarle
Dragan S. Pamu
car was born in Rijeka, Croatia. He received his BS degree from
the Technical Military Academy in Belgrade, 2003 and MS degree from the Faculty
of Transport and Trac Engineering in Belgrade, 2009. His main research interests, as a PhD student at the Military Academy in Belgrade, are: Organization
Design, Fuzzy Logic, Genetic algorithms, Neural nets, Multicriteria Decision Making Models, etc.

He is an assistant professor at the Military Academy in Belgrade, teaching Operations Research and Organization in Transport. He has published several academic
articles or papers in international journals, including Yugoslav lournal of operations
researh and International Journal of Physical Sciences.
Vesko M. Lukovac was born in Kolasin, Montenegro. He received his BS degree
from the Technical Military Academy in Belgrade, 2000 and MS degree from the
Faculty of Transport and Trac Engineering in Belgrade, 2010. His main research
interests are: Transport, Fuzzy Logic, Multicriteria Decision Making Models, etc. He
is an assistant professor at the Military Academy in Belgrade, teaching Organization
in Transport and Logistic support.
Sne
zana P. Tarle was born in Nis, Serbia. She received her BS, MS and PhD
degrees from the Faculty of Transport and Trac Engineering in Belgrade. Her main
research interests include Project management, Operations management, Multicriteria decisions, Economics in trac, etc. She is a full-time professor at the Faculty
of Transport and Trac Engineering, in Belgrade, teaching Management Science.
Professor Dr. Snezana Tarle has published a larger number of papers in various
scientic journals as Ecological Economics, International journal of sustainable
transportation, etc. Professor Snezana Tarle is also the author over 150 professional books, in area as a Management and Organization Science and Economics in
trac.
1250053-32
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Asia-Pacic Journal of Operational Research

APPLICATION OF ADAPTIVE NEURO FUZZY INFERENCE

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Military Academy, University of Defence

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Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Application of Adaptive Neuro Fuzzy Inference System

to be solved. Some authors (L

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Application of Adaptive Neuro Fuzzy Inference System

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2. Structure of the Neuro-Fuzzy System

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Fig. 1. Applying rules.

This value is used as an input in a nonlinear function , which depends on the

Application of Adaptive Neuro Fuzzy Inference System

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Fig. 3. Articial neuron.

Values of the weight factors wij , j = 1, 2, . . . , n can be changed i.e., adjusted to

Learning from example

Hard description of knowledge

Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Fig. 4. Structure of ANFIS.

3. Choice of Transportation Using ANFIS Model

Application of Adaptive Neuro Fuzzy Inference System

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Reliability of the means of transport,

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Fig. 5. Logistic base with units that need to be serviced.

Application of Adaptive Neuro Fuzzy Inference System

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3.2. Design of ANFIS model

Reliability of the means of transport (RMT)

Mobility of the means of transport in eld

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descriptors. Linguistic variables are presented by triangle fuzzy number, which is

(0.60 x)/0.15 0.45 x 0.60

(0.77 x)/0.15 0.62 x 0.77

Fig. 6. Linguistic descriptors.

Application of Adaptive Neuro Fuzzy Inference System

Since linguistic values lki (i = 1, T , k = 1, K) are described by fuzzy numbers

Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Reliability of the means of transport

Mobility of the means of transport in field conditions

Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Cost of tonal kilometer

Exploitation of the cubage of means of transport

Fig. 7. Membership functions before the training of ANFIS system.

Table 4. Degree of criteria inuence.

Importance of the criteria, Wk

Relative importance of criteria and the degree of their inuence on preference

Application of Adaptive Neuro Fuzzy Inference System

Mobility of the means of

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Exploitation of the cubage of

Fig. 8. Structure of the ANFIS.

where j is the preference of a decision maker, i.e., the degree of condence.

Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Table 5. Values of function parameters after the training of ANFIS.

Application of Adaptive Neuro Fuzzy Inference System

Asia Pac. J. Oper. Res. Downloaded from www.worldscientific.com

Mobility of the means of transport in field conditions