###### Abstract
[PERSON] and [PERSON] [13] compared FLC and ANFIC control strategies with a traditional skyhook control for a semi-active suspension under International Organization for Standardization (ISO) road disturbance. [PERSON] and [PERSON] [14] analysed the passenger seat vibration of the semi-active quarter car model with a hybrid Fuzzy-PID control. They reported that the proposed Fuzzy-PID approach offered a better performance in terms of passenger seat acceleration and displacement. Typical studies report the study of the active and semi-active seat suspension separately from the active and semi-active suspension of the vehicle. [PERSON] et al. [15] applied the chaotic fruit fly algorithm for the tuning of PID. [PERSON] and [PERSON] [9] and [PERSON] and [PERSON] [16] have studied the seat suspension with the human model without considering the vehicle suspension model. [PERSON] and [PERSON] [17] implemented the active control on the seat suspension while analysing the performance with various road disturbances, but only the seat suspension was considered. [PERSON] and [PERSON] [18] implemented a Fuzzy-PID controller for the quarter car active suspension system with 3-DOF and reported that the Fuzzy-PID control reduced the driver's body acceleration better than Fuzzy and PID controls, thus improving the ride comfort. However, they did not consider the seat suspension and human model in detail and they implemented Fuzzy-PID control for active suspension. [PERSON] and [PERSON] [19] proposed a semi-active MR damper for the truck seat suspension. They used FLC to calculate the desired force of the MR damper, and a significant improvement in the ride comfort was observed. However, the approach of considering only the seat suspension with the human model while analysing the ride comfort is debatable. The study of an integrated model of the seat suspension, integrated with both the vehicle suspension and human model, is more pragmatic. In the integrated model, a semi-active seat suspension is considered to be mounted over the quarter car suspension model along and the human model. Rare work is available which considers the integrated model of the seat suspension with the human model and the vehicle suspension. [PERSON] et al. [PERSON] et al. (2019) proposed the integrated model of the seat suspension with the human model. [PERSON] and [PERSON] [PERSON] and [PERSON] (2019) implemented the fractional order terminal sliding mode controller (SMC) to reduce the head acceleration when considering the half car suspension model. Nevertheless, the analysis was done using active control in Reference [PERSON] et al. (2019); [PERSON] and [PERSON] (2019). As previously mentioned, the semi-active seat suspensions are the more preferred choice, as compared to the active seat suspensions. This encouraged current work to implement the integrated semi-active seat suspension with the human model. The ride comfort of the rider is typically determined in terms of the acceleration of the human body in the vertical direction [PERSON] et al. (2019). To achieve a better ride comfort performance, an integrated semi-active seat suspension had been modelled including a 2-DOF semi-active seat suspension which is mounted over the 2-DOF quarter-car model and 4-DOF human model. The integrated model of the semi-active seat suspension is more practical because the road disturbances are altered by the vehicle suspension before coming to the cabin floor. Previous work which considered the direct supply of the road input to the cabin floor for analysing the performance of the seat suspension seems to be inappropriate and may provide inaccurate results. [PERSON] et al. [PERSON] et al. (2019) implemented the active seat suspension, however, they considered the human body and seat as a single entity. Similarly, [PERSON] et al. [PERSON] et al. (2019) considered only the seat while analysing the effect of semi-active force control in their semi-active seat suspension model.