International Journal of Pure and Applied Mathematics
Volume 118 No. 18 2018, 945-955
ISSN: 1311-8080 (printed version); ISSN: 1314-3395 (on-line version)
url: http://www.ijpam.eu
Special Issue
VARIABLE DAMPING FORCE SHOCK
ABSORBER
D.Mohankumar1, R. Sabarish1, Dr. M. PremJeyaKumar2.
1 Research Scholar, Department of Automobile engineering, BIST, BIHER, Bharath University, Chennai.
2 Supervisor, Department of Automobile engineering, BIST, BIHER, Bharath University, Chennai.
mohankumar.auto@bharathuniv.ac.in, Sabarish5041@gmail.com, prem.auto@bharathuniv.ac.in,
Abstract: The automobile chassis is mounted on the axles, not
directly but through some form of springs. This is done to isolate the
vehicle body from the road shocks which may be in the form of
bounce, pitch, roll or sway. These tendencies give rise to an
uncomfortable ride and cause additional stress in the automobile
frame and body. All the parts which perform the function of isolating
the automobile from the road shocks are collectively called a
suspension system. It includes the springing device used and various
mounting. The present shock absorber damping force will remain
same for shocks of different magnitude. The result of using the
present shock absorber is more vibration for shocks of smaller
magnitude, which result in lesser comfort for the passengers. The aim
of the project is to provide better comfort for the passengers, when the
vehicle experiencing shocks. The comfortability can be increased by
varying the damping force. In order to achieve better comfort, shock
absorber damping is increased by having grooves in the inner cylinder
of the shock absorber. The fluid can pass through both piston nozzles
and through grooves for average shocks. Once the piston gets past the
grooves, the shock absorber will behave like a conventional shock
absorber. Since the force experienced by a piston varies, the name has
given as variable damping force shock absorber. This result in a
cushioning of average shocks and at the same time because of friction
experienced by a fluid in grooves, damping of vibrations will be faster.
The analytical solution has been given for the vehicle. The cutting of
grooves indirectly reduces the unsprung weight of the vehicle which
also result in a reduced vibrations. The testing of the modified shock
absorber shown better results while, comparing with the present shock
absorber.
I INTRODUCTION
Inventions are made to ease the effort of
people. Among the inventions, the most important in the last
century is a vehicle. In order to ease the road transport it has
been invented. Since its invention lot of changes has been
made to increase the comfort of passengers. A vehicle contains
lot of systems to add comfort to the passengers. The vital one
is a suspension system, which is used to connect chassis and
the vehicle wheels. A suspension system is used to suspend the
chassis from responding to road irregularities. In the
suspension system the most important one is damper and
helical spring[1-4].
A lot of research has been going on over optimization of
suspension system. Each researcher has their own ideas in
enhancing the performance. A.M.A. Soliman proposed an
adaptation algorithm to maintain optimal performance over the
wide range of input conditions typically encountered by a
vehicle. Richard van kasteel, proposed a new shock absorber
model with an application in vehicle dynamics. Peter Holen
and Boris Thorvald given an analytic expression with
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simulations of a 3-d truck model to study roll and bounce
damping for heavy vehicles to illustrate the limits in
performance resulting from the choice of dampers and
mounting positions.
The damper is used to absorb shocks, when vehicles run over a
pit or irregular surface. This is done to avoid fatigue to the
passengers. The energy of road shocks causes the spring to
Oscillate[5-9]. These oscillations are restricted to a reasonable
level by a damper, which is more commonly called a shock
absorber.
Objects of the suspension are:
a. To prevent road shocks from being transmitted to the
vehicle components.
b. To safeguard the occupants from road shocks.
c. To preserve the stability of the vehicle in pitching or
rolling in motion.
Nowadays, the most used damper is twin tube shock absorber.
To modify the present damper, description and working should
be known. So it has been given below with the dimensions.
II PRINCIPLE BEHIND SHOCK ABSORBER
Dampers / Shock absorber are designed to work in
concert with the spring to keep the tyre contact patch on the
racing surface. In bump, the damper compresses to help
control the wheel travel and prevent "overshoot", and in
rebound, the damper helps absorb the energy stored in the
spring.
Good damper control is the most significant contributor to the
"mechanical grip" we hear so much about. Mechanical grip is
all about keeping the tyre patch in contact with the racing
surface with as little excitation as possible. It is the task of the
damper to dissipate that excitement. Thus Shock absorber can
be better called as an energy-absorbing device that works on
the conversion of energy principle for stopping moving load
with minimum load rebound and shock to the load and to
surrounding equipment. To stop a moving load smoothly, is
necessary in motion control. Different types of instruments like
rubber snubber, a compression spring, and a dashpot is used
for stopping the moving load. These instruments accomplished
their tasks by absorbing energy[10-15].
In spring and snubber, energy is stored and when they are
compressed the energy is released thereby resulting in a
rebound. In a dash pot on the other hand if a force acts against
International Journal of Pure and Applied Mathematics Special Issue

the piston, it encounters high resistance from the fluid at the shock absorbers adjust to road conditions. As a result, shock
beginning of the stroke, then much less as the piston retracts. absorbers reduce bounce, roll or sway, brake dive and
However there is a limitation in working of spring, snubber acceleration squad
and dashpots. These instruments do not dissipate the energy
uniformly. The energy is transferred to he load uniformly only The basic principle of a shock absorber is that as the unit
in the case of shock absorber. Take the case when in all the compresses or rebounds, valves within the oil-filled tube
above mentioned instruments (snubber, dashpots, springs and restrict the flow of oil to reduce the movement of the piston.
shock absorber) the same amount of kinetic energy is This reduces oscillation of the road spring, keeping the tyre in
absorbed. In this situation the energy will be dissipated at contact with the road and improving ride comfort.
differing rates[16-20].
Monotube and twin-tube shock absorbers perform the same
The kinetic energy of the load is converted into heat by the
tasks but differ in design.
Shock absorbers which is transferred into the atmosphere. A monotube gas shock is filled with oil and gas at
There is no rebound in shock absorbers. The potentially
25-30 bar pressure, and a movable separator piston separates
dangerous shocks are prevented from reaching to equipment.
the two substances. A piston valve attached to the piston rod
controls oil flow and damping effect[21-26].
The design of a normal shock absorber is quite simple to
understand. Generally speaking, a shock absorber contains
double-walled cylinder. There is a space between the
concentric inner and outer walls, a piston, some means of
mechanical return for the piston, and a mounting plate. The
piston can be mounted externally around the piston rod or
internally on the inside of the cylinder body. In inner cylinder
wall many orifices are drilled. The cylinder contains the fluid
which is devoid of air as the bubbles may reduce the efficiency
of the shock absorber. The movement of the piston inside,
forces the fluid through the orifices in the inner cylinder wall.
The orifice is closed as the the piston retracts thereby reducing
the effective metering area, and maintaining a uniform
deceleration force as the load loses its energy.

The pressure of the fluid remains constant which provides

constant resistance to the load. Since the kinetic energy of the
load becomes zero, the load slows to a stop. Also as the shock
absorber stores no energy, there is no rebound. The shock
absorber returns to its position after the load is removed. The Monotube shock absorber schematic
piston is pushed by the spring outward and open a check valve.
This permits the flow of fluid from behind the piston to the A twin-tube shock absorber has two concentric
space the piston was in its retracted position. chambers: the oil-filled working chamber housing the piston
rod and piston valve; the compensation chamber formed of the
While mounting care must be taken to to bolt the shock space between the working cylinder and the outer tube; this is
absorbers to a non-flexing mounting structure. External stop is filled with two-thirds oil and one third air. In a gas-pressurised
also necessary for providing a firm positioning point, and for shock, gas at 6-8 bar pressure replaces the air. The piston valve
preventing the shock absorber piston from bottoming out at the and a valve in the base of the working chamber control oil
end of its deceleration stroke. Usually an external stop is flow and damping effect[27-31].
required to prevent damage both to their product and to the
user's equipment. Shock absorber can be mounted through a
drilled hole. The mounting can be secured by using stop collar.

Shock absorbers work on the principle of fluid displacement as

you consider them a working piston, having hydraulic fluid in
it. The hydraulic fluid in the piston, is forced through tiny
holes -which are called 'Orifices'- in the piston as the
suspension travels through jounce and rebound. However, the
orifices let only a small amount of fluid through the piston,
which in turn slows down spring and suspension movement.
Shock absorbers are velocity sensitive hydraulic damping
devices, meaning the faster the suspension moves, the more
resistance the shock absorbers provide. Because of this feature,

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International Journal of Pure and Applied Mathematics Special Issue

B.Description
The outer tube is connected at the bottom of the axle
or suspension member with the help of an eye. The inner tube
has an end blank at the bottom. It acts as a non- return valve. It
allows the oil to pass from the cylinder to reservoir during
rebound stroke. The compression disc, washer, orifice disc,
conical springs are all riveted to the end blank. The upper part
has a dirt excluder, a bearing with an oil return channel within
it, a seal for piston rod and piston have two non-return valves
with an eye welded to upper end of the piston rod. The
cylinder is fully filled with hydraulic fluid while reservoir is
partially filled. The piston rods are chrome plated and super
finished for improved wear corrosion resistance. The piston is
of sintered iron which has got good self lubricating properties
and reduces wear due to friction[32-36].

Left: Twin-tube shock absorber schematic C.Working

When the piston descends, causing the central
rebound valve to close and the piston bump valve opens. So
the fluid is transferred from the lower to upper cylinder
chamber. At the same time, the outer base rebound valve
closes and the central base bump valve opens, displacing a
quantity of fluid to the outer reservoir. The flow of fluid
through the orifice provides the necessary damping force.

Twin-tube shock absorber with control groove/hydraulic

bypass

Fig 1 Schematic representation of a Damper

During rebound stroke, the piston is pushed up
towards the cylinder. The fluid above the piston passes through
to lower part of cylinder as rebound valve opened. Due to
volume occupied by the piston rod, there is not enough fluid
above the piston to completely fill the volume of the cylinder
below the piston. Hence the lower portion of the cylinder
develops the slight vacuum and extra fluid flow from the
III TWIN TUBE-DAMPER
reservoir to lower portion of the cylinder. This happens only
A.Principle
when foot valve opens.
In hydraulic dampers, pumping fluid through an
In this way, the shock absorbers successfully perform two
orifice converts energy to heat which can then be dissipated
main functions. They are
into atmosphere. The objective in a damper valve design is to
1. To control quick bouncing of wheels on road
maintain consistent laminar flow characteristics through
surface.
operating range of loads.
2. To control slow bouncing of the body on the

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International Journal of Pure and Applied Mathematics Special Issue

suspension springs. Compression pressure = 1.25MPa

Ambient temperature = 30oC
IV DESIGN OF VARIABLE DAMPING FORCE SHOCK Heat transfer co-efficient = 60 W/m2K
ABSORBER Flow co- efficient = 0.5
To vary the dampers damping characteristics grooves Flow, Fc = d *10-6 m2
can be cut in the inner cylinder of damper.
A.Determination of shape and size of grooves DESIGN CALCULATION
Diameter of the piston (dp)
To increase the comfort of passengers for average According to EuSAMA (European Shock Absorber
shocks of smaller magnitude, nature and dimensions of Manufactures Association)
grooves are to be determined. So, the grooves can be easily the standard piston diameters for light vehicles are:
machinable. These constraints lead to v-groove. 18 mm
Apart from these, there are some more constraints like 22 mm
a. Inner cylinder thickness (of1mm.) 27 mm
b. Depth and width of grooves. 30 mm
c. Position of grooves. Here we have selected a piston of diameter, dp = 30 mm.
The above three constraints will directly affect the working of
damper. On taking the account of the first two, three v- Diameter of the rod (dr)
grooves of 0.5x0.5x25 are taken. Since the grooves should be The diameter of the rod, dr = (3 to 7)* dp
placed without affecting the strength of the damper cylinder. The diameter of the rod, dr = 0.4* 30
So the grooves are placed at an angle of 120 degree difference. The diameter of the rod, dr = 12 mm.
The sectioned view of the modified damper is shown in the Outer diameter of shock absorber (D) (Dust cover)
figure below. D0.3 = (3.4[V0.7 (air)])/ Kt
D = (3.4 *[(60 * 1000)/3600)0.7])/60
Diameter (D) = 0.0498m.
Diameter (D) = 50mm.
Chosen viscosity of the fluid
The viscosity of the fluid with temperature variation is given
below.

Table 1: Variation of viscosity with respect

to Temperature

S.NO Temperature Time Kinematic viscosity(Cs)

(oC) (Seconds)
1. 90 32 6.8

Fig 2 Schematic representation of Modified Damper 2. 80 47 10.0

To design the variable damping force shock absorber 3. 70 54 11.5
the following assumptions are made through the guidelines of
EUROPEAN SHOCK ABSORBER ASSOCIATION. 4. 60 62 13.0
Design procedure consist of following determination
Determination of Diameter of the piston.
Determination of design Temperature of working fluid
Determination of Diameter of the rod.
N/427 = Kt *SO*(T – Ta)
Determination of the Length of the cylinder.
T = Ta+[N/427 *Kt* So]
Determination of Outer diameter of the shock
= 30+[fmax*Vp/427*Kt*dp*π]
absorber.
Temperature, T = 360C
Determination of working Temperature of the fluid.
Determination of design compression force – F(r)
Determination of Damping forces
Fc = [Ap – Ar]* Pr
During Rebound
= π/4[dp2 – dr2]*Pr
During Compression
Fc = 2388N
Determination of damping co-efficient.
Determination of design rebound force – F( c )
Conventional shock absorber
Fr = Ap* Pr
Variable damping force shock absorber
= π/4[ dp2]*Pr
Assumptions taken for the design are
Fr = 716N
Piston velocity = 1m/s
Density of fluid (Turbine oil) = 9000N/m3
Determination of damping coefficient
Rebound pressure = 5 MPa
(conventional)

2
4A p PC
Fc 2g

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International Journal of Pure and Applied Mathematics Special Issue

Conventional 230V regular power supply and the secondary coils are
Compression stepping up the voltage to run the motor. The multiplication
Kc = factor of 60 is maintained.
VIBRATION ANALYZER
Kc = 2092.92 N-s/m It is used to measure and analyze the vibration
characteristics like displacement, acceleration and velocity
Rebound with respect to the frequency of it. The sensing material is a
2
Kr = 4( P 
A A) R  Pr piezo-electric transducer, which will send electric signal to the
Kr = 7276 N-s/m instrument after sensing vibrations.
Fr 2g EXPERIMENTAL PROCEDURE
Determination of damping coefficient (variable) The experimental set up is shown in the above figure
Compression 6.1. The power supply is given to the variable transformer and
Where, Fc = Fc1+ (b*d) multiplication factor is increased still the motor speed is
b = 5*10-3m. constant to take on the load of set up. Using vibration analyzer
d = 0.5 *10-3m. the readings are taken for various loads and the displacement,
Fc = 30*10-6 m2 velocity and acceleration are noted down.
2 From the experimental data bound damping co-efficient and
Kc = 4A p  Pr rebound damping co-efficient are calculated. Graphs are drawn
Fc 2g by substituting the values in the proposed model equation.
Kc = 1932 N-s/m CALCULATION OF DAMPING CO-EFFICIENT
Based on the experimental set up, model has given
Rebound below to find the damping co-efficient through the principle of
Fr = Fr1+ (b*d) forced damping.
b = 5*10-3m.
d = 0.5 *10-3m.
Fr = 12*10-6 m2
2
Kr = 4( AP  AR )  Pr
Fr
Kr = 7136 N-s/m 2g

Fig-4 schematic representation for calculating damping co-

efficient
Fig3 Schematic arrangement of set up By Newton law
F  M X  K X  C X
1 1 1 1 1 1 1

The experimental set up for testing the shock absorber F21  F2  M 2 X 2  K 2 X 2  C 2 X 2  K 1  X 2  X 1   C1 X 2  X 1 

 M 2 X 2  K 2 X 2  C 2 X 2  K 1  X 2  X 1   C1 X 2  X 1 
is shown in figure4.1 consists of frame connected to the axle MX 21 
Mg
through damper, an AC motor coupled to the axle and a 4
variable transformer to maintain speed of motor. C 2 canbeneglected
Where,
MOTOR M1 = sprung Mass of the vehicle (Kg)
The motor used for the project is a three phase C1 = Damping co-efficient (N-s/m)
induction type, 7.5 HP motor with 1500 rpm. It is used to K1 = Stiffness of spring (N/m)
transmit rotary motion to the wheels of the set up for X1  Accelerationofthebody ( m / s 2 )
simulation.
VARIABLE TRANSFORMER X 1  Velocityofthebody ( m / s )
Variable Transformer is used to maintain constant X 1  Displacement ofthebody ( m)
power supply to a motor to maintain constant speed. It consists
of primary and secondary coils. Primary coils are connected to F1  forceduetotheappliedmass ( N )
 2  Accelerationofthebody ( m / s 2 )
X
X 2  Velocityofthebody ( m / s )
X 2  Displacement ofthebody ( m)
F 2  forceduetoshock ( N )
F 21  groundreaction( N )
M 1  sprungmass ( Kg )
M 2  unsprungmass ( Kg )
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International Journal of Pure and Applied Mathematics Special Issue

damping co-efficient is of present shock absorber and it is

By knowing the above parameters of sprung and
unsprung masses we can calculate the damping co-efficient of
the damper using the above equation (i).
RESULTS AND DISCUSSIONS
In this chapter the experimental readings are tabulated,
graphs are drawn using these data and the discussions are efficient with respect to different frequency for both present
carried out for the obtained results.
DISPLACEMENT
Displacement of the damper found to be increasing s/m.
during rebound and decreasing during bound for various loads.
VELOCITY
Velocity of the damper found to be increasing during variable shock absorber for different weights and by using
rebound and decreasingduring bound for various loads.
ACCELERATION
Acceleration of the damper found to be increasing
during rebound and decreasing during bound for various loads.
REBOUND DAMPING CO-EFFICIENT
Rebound Damping co-efficient of the damper find to
be increasing during rebound with increase in loads.
Fig. 2 shows the variation of Rebound Damping co-efficient
1974.11N-s/m. where as for modified damper is 1950.00N-s/m.
Fig. 5 shows the variation of bound Damping co-
efficient with respect to different frequency for both present
and modified shock absorber at no load. The maximum bound
damping co-efficient is of present shock absorber and it is
2531.20N-s/m. where as for modified damper is 2483.17N-s/m.
Fig. 7 shows the variation of bound Damping co-
and modified shock absorber at no load. The maximum bound
damping co-efficient is of present shock absorber and it is
2888.20N-s/m. where as for modified damper is 2861.19 N-
GRAPHS
The readings are noted down while testing the conventional &
these readings, graphs are plotted with bound & rebound
damping co-efficient in y-axis.
FOR No Load
At 25Km/hr
Bound
Damp.coeff Vs Frequency
2000
1800
1600
Damp.coeff.(N-s/m)

1400
with respect to different frequency for both present and 1200 Present shock
modified shock absorber at no load. The maximum rebound 1000 absorber
Modified shock
damping co-efficient is of present shock absorber is 1819N- 800 absorber
s/m. where as for modified damper is1800.90 N-s/m. 600

Fig. 4 shows the variation of Rebound Damping co-efficient 400

with respect to different frequency for both present and 200

0
modified shock absorber at no load. The maximum rebound 12 14 16 18
damping co-efficient is of present shock absorber and it is Frequency(hertz)

2601.50N-s/m. where as for modified damper is 2550.85N-s/m.

Fig. 6 shows the variation of Rebound Damping co-efficient Fig5
with respect to different frequency for both present and
modified shock absorber at no load. The maximum rebound
damping co-efficient is of present shock absorber and it is
4195.00N-s/m. where as for modified damper is 4167.64N-s/m.
Fig. 8 shows the variation of Rebound Damping co-efficient
with respect to different frequency for both present and
modified shock absorber at no load. The maximum rebound
damping co-efficient is of present shock absorber and it is
5512.75 N-s/m. where as for modified damper is 5462.80N-
s/m.

BOUND DAMPING CO-EFFICIENT

Bound Damping co-efficient of the damper found to
be increasing during bound with increase in loads.
Fig. 1 shows the variation of bound Damping co-efficient with
respect to different frequency for both present and modified Fig6
shock absorber at no load. The maximum bound damping co-
efficient is of present shock absorber and it is 1790.30N-s/m.
where as for modified damper is 1787.89N-s/m.
Fig. 3 shows the variation of bound Damping co-
efficient with respect to different frequency for both present
and modified shock absorber at no load. The maximum bound

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International Journal of Pure and Applied Mathematics Special Issue

FOR 5 Kg Rebound
At 25Km/hr Damp co-eff. Vs Frequency

Bound 4500
Damp.co-eff Vs Frequency
4000
2500 3500

Damp co-eff. (N-s/m)

3000
2000 Present shock
2500 absorber
Damp.co-eff.(N-s/m)

2000 Modified shock

1500 Present shock absorber
absorber 1500
Modified shock
1000
1000 absorber
500

500 0
2 4 6 8 10
Frequency(hertz)
0
12 14 16 18 20
Frequency(hertz)
Fig10

Fig7 FOR 15 Kg
At 25Km/hr
Rebound Bound
Damp.coeff Vs Frequency Damp.co-eff. Vs Frequency

3000 3500

2500 3000
Damp.coeff.(N-s/m)

damp.co-eff.(N-s/m)

2000 2500
Present shock
Present shock
absorber 2000
1500 absorber
Modified shock
absorber Modified shock
1500
1000 absorber

1000
500
500
0
2 4 6 8 10 0
Frequency(hertz) 12 14 16 18 20
frequency(hertz)
Fig8
FOR 10 Kg Fig11
At 25Km/hr
Rebound
Damp. co-eff. Vs Frequency
Bound
Damp.co-eff. Vs Frequency
6000

3000
5000
damp. co-eff. (N-s/m)

2500
4000
Damp.co-eff.(N-s/m)

Present shock
2000
absorber
Present shock 3000
absorber Modified shock
1500 absorber
Modified shock
2000
absorber
1000
1000
500
0
0 2 4 6 8 10
12 14 16 18 20 frequency(hertz)
Frequency(hertz)
Fig11
Fig9

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International Journal of Pure and Applied Mathematics
Rebound
Damp. co-eff. Vs Frequency
6000
5000
damp. co-eff. (N-s/m)
4000
3000
2000
1000
0
2 4 6 8
frequency(hertz)
Fig12
Fig.-5, Fig-7, Fig-9, Fig-11 shows the variation of
Bound Damping co-efficient with respect to frequency for 0, 5,
10, 15 Kg in order for both present & modified damper.Bound
Damping co-efficient for a modified damper found to be less
when compared to the present one.
Fig.-6, Fig-8, Fig-10, Fig-12 shows the variation of
Rebound Damping co-efficient with respect to frequency for 0,
5, 10, 15 Kg in order for both present & modified damper.Re
Bound Damping co-efficient for a modified damper found to
be less when compared to the present one.
CONCLUSION& FUTUREWORK
The modified damper has more displacement, less
compression damping co-efficient& less rebound damping co-
efficient when compared to the present damper for average
shocks. It’s all due to reduced unsprung mass, friction of
grooves, increased oil passages and increased heat dissipation
due to the machined grooves. The modified damper provides
better comfort, stability to the vehicle with reduced vibrations.
Further modification can be done by drilling holes
circumferentially to vary the damping co-efficient.
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International Journal of Pure and Applied Mathematics
15. Udayakumar R., Kumarave A., Rangarajan K.,
Introducing an efficient programming paradigm for
object-oriented distributed systems, Indian Journal of
Science and Technology, V-6, I-SUPPL5, PP-4596-
4603, 2013
16. KeranaHanirex D., Kaliyamurthie K.P., Multi-
classification approach for detecting thyroid attacks,
International Journal of Pharma and Bio Sciences, V-
4, I-3, PP-B1246-B1251, 2013
17. Udayakumar R., Khanaa V., Kaliyamurthie K.P.,
Performance analysis of resilient ftth architecture
with protection mechanism, Indian Journal of Science
and Technology, V-6, I-SUPPL.6, PP-4737-4741,
2013
18. Udayakumar R., Khanaa V., Kaliyamurthie K.P.,
Optical ring architecture performance evaluation
using ordinary receiver, Indian Journal of Science and
Technology, V-6, I-SUPPL.6, PP-4742-4747, 2013
19. Udayakumar R., Khanaa V., Saravanan T., Chromatic
dispersion compensation in optical fiber
communication system and its simulation, Indian
Journal of Science and Technology, V-6, I-SUPPL.6,
PP-4762-4766, 2013
20. Sundarraj M., Study of compact ventilator, Middle -
East Journal of Scientific Research, V-16, I-12, PP-
1741-1743, 2013
21. Udayakumar R., Khanaa V., Saravanan T., Analysis
of polarization mode dispersion in fibers and its
mitigation using an optical compensation technique,
Indian Journal of Science and Technology, V-6, I-
SUPPL.6, PP-4767-4771, 2013
22. Gopalakrishnan K., PremJeya Kumar M.,
SundeepAanand J., Udayakumar R., Thermal
properties of doped azopolyester and its application,
Indian Journal of Science and Technology, V-6, I-
SUPPL.6, PP-4722-4725, 2013
23. Udayakumar R., Khanaa V., Kaliyamurthie K.P.,
High data rate for coherent optical wired
communication using DSP, Indian Journal of Science
and Technology, V-6, I-SUPPL.6, PP-4772-4776,
2013
24. KeranaHanirex D., Kaliyamurthie K.P., Kumaravel
A., Analysis of improved tdtr algorithm for mining
frequent itemsets using dengue virus type 1 dataset: A
combined approach, International Journal of Pharma
and Bio Sciences, V-6, I-2, PP-B288-B295, 2015
25. Thooyamani K.P., Khanaa V., Udayakumar R., Using
integrated circuits with low power multi bit flip-flops
in different approch, Middle - East Journal of
Scientific Research, V-20, I-12, PP-2586-2593, 2014
26. Gopalakrishnan K., SundeepAanand J., Udayakumar
R., Electrical properties of doped azopolyester,
Middle - East Journal of Scientific Research, V-20, I-
11, PP-1402-1412, 2014
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Special Issue
27. Thooyamani K.P., Khanaa V., Udayakumar R.,
Partial encryption and partial inference control based
disclosure in effective cost cloud, Middle - East
Journal of Scientific Research, V-20, I-12, PP-2456-
2459, 2014
28. Sundar Raj M., Saravanan T., Srinivasan V., Design
of silicon-carbide based cascaded multilevel inverter,
Middle - East Journal of Scientific Research, V-20, I-
12, PP-1785-1791, 2014
29. Thooyamani K.P., Khanaa V., Udayakumar R., Wide
area wireless networks-IETF, Middle - East Journal
of Scientific Research, V-20, I-12, PP-2042-2046,
2014
30. Kanniga E., Srikanth S.M.K., Sundhararajan M.,
Optimization solution of equal dimension boxes in
container loading problem using a permutation block
algorithm, Indian Journal of Science and Technology,
V-7, PP-22-26, 2014
31. Arulselvi S., Sundararajan M., Smart control system
in traffic analysis using RTK-GPS standards,
International Journal of Pure and Applied
Mathematics, V-116, I-15 Special Issue, PP-349-352,
2017
32. Arulselvi S., Karthik B., Sundararajan M., A frame
work for road network extraction from remotely
sensed high resolution images, International Journal
of Pure and Applied Mathematics, V-116, I-15
Special Issue, PP-355-360, 2017
33. Arulselvi S., Karthik B., Sundararajan M., Super
resolution method for Thumbnail Web image,
International Journal of Pure and Applied
Mathematics, V-116, I-15 Special Issue, PP-369-373,
2017
34. Arulselvi S., Karthik B., Sundararajan M., Linear
framework free rewriting systems, International
Journal of Pure and Applied Mathematics, V-116, I-
15 Special Issue, PP-363-367, 2017
35. Kanniga E., Selvaramarathnam K., Sundararajan M.,
Kandigital bike operating system, Middle - East
Journal of Scientific Research, V-20, I-6, PP-685-
688, 2014
36. Lakshmi C., Ponnavaikko M., Sundararajan M.,
Improved kernel common vector method for face
recognition varying in background conditions,
Lecture Notes in Computer Science (including
subseries Lecture Notes in Artificial Intelligence and
Lecture Notes in Bioinformatics), V-6026 LNCS,
PP-175-186, 2010
37. M. Rajesh, K.Sathesh Kumar, K.Shankar, M.
Ilayaraja., SENSITIVE DATA SECURITY IN
CLOUD COMPUTING AID OF DIFFERENT
ENCRYPTION TECHNIQUES, Journal of Advanced
Research in Dynamical and Control Systems, Volume
18, PP-2888-2899, 2017
International Journal of Pure and Applied Mathematics Special Issue

38. M. Rajesh, A signature based information security

system for vitality proficient information
accumulation in wireless sensor systems,
International Journal of Pure and Applied
Mathematics, Volume 118, Issue 9, Pages 367-387
39. M. Rajesh, A Review on Excellence Analysis of
Relationship Spur Advance in Wireless Ad Hoc
Networks, International Journal of Pure and Applied
Mathematics, Volume 118, Issue 9, Pages 407-412
40. Rajesh, M., and J. M. Gnanasekar. "Path Observation
Based Physical Routing Protocol for Wireless Ad Hoc
Networks." Wireless Personal Communications 97.1
(2017): 1267-1289.
41. Rajesh, M., and J. M. Gnanasekar. "Congestion
Control Scheme for Heterogeneous Wireless Ad Hoc
Networks Using Self-Adjust Hybrid Model."
International Journal of Pure and Applied
Mathematics 116 (2017): 537-547.
42. Rajesh, M., and J. M. Gnanasekar. "Get-Up-And-Go
Efficientmemetic Algorithm Based Amalgam Routing
Protocol." International Journal of Pure and Applied
Mathematics 116 (2017): 537-547.

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