MATH PROJECT

MEG535

Submitted by

CHITTA RANJAN SATAPATHY (2020H1410199H)

MEHARE MAYUR RAJENDRA (2020H1410200H)

YUVA CHAITANYA (2020H1410211H)

G H V S SAI RAM VARMA (2020H1410215H)

Guided by

K RAMA CHANDRA MURTHY

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 MATHEMATICAL MODELLING & VIBRATION
ANALYS OF AUTOMOTIVE SHOCK ABSORBER
FOR QUARTER AND HALF CAR MODEL

CONTENTS

 INTRODUCTION

 PROBLEM DESCRIPTION

 Problem Statement
 Model Parameters
 Assumptions
 Objectives

 METHODOLOGY

 Analytical Solutions
 MATLAB Results

 CONCLUSIONS& RESULTS

 REFERENCES

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INTRODUCTION

Any system used in vehicles to reduce road shocks and vibrations is known as Suspension
System.Springs, shock absorber torsion bar etc. are components of suspension system. When a
vehicle runs, it feels lot of vibration due to road irregularity and engine vibration. We know that
automobile active shock absorber system can produce and adjust the active control force in
time to restrain the vehicle body’s vibration for improving the ride comfort according to the
road surface excitation. Vibration isolation performance has been investigated for a vehicle
system supported on a damper-controlled variable-spring-stiffness suspension system.
Suspension system consists of two basic components spring and shock absorber. It works on
the basic principle of spring energy. When a vehicle comes in contact with road bump it
extracts a force on wheel. On sudden application of load, the spring compressed suddenly and
stores this energy without transmitting this load on body of vehicle

SIGNIFICANCE OF STUDY

The results show that a damper-controlled variable-stiffness suspension improves the

vibration isolation performance of the shock absorber(suspension) system.

PROBLEM DESCRIPTION

 PROBLEM STATEMENT

In this project the vibration analysis (mathematical analysis) of the suspension system has
been performed to develop the model for a quarter half car model (having one suspension i.e.
two damper and one sprung mass) and for half car model (consist of a front wheel and rear
wheel suspension system).the use of software programs, such as MATLAB is essential in
obtaining numerical results in order to understand and predict system’s physical behaviour.

An Automobile on a rough terrain exhibits three kinds of motion

1. Bouncing
2. Rolling
3. Pitching

In this analysis we assume that the rolling motion compared to the two other types of oscillatory
motions is negligible. Hence, we consider a two degree of freedom model. In case of quarter car
model base excitation is actually dealing with one road input and for half car model base
excitation is actually dealing with two inputs (one in the front, and one in the rear tires, y1 and
y2)

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ASSUMPTIONS

 Rolling motion is neglected.

 Only Pitching and Bouncing is considered.
 Mass of tyres is neglected.
 The stiffness and damping effects of tires and suspension system are combined into an
equivalent damping and stiffness system

METHODOLOGY (Quarter half car model)

Figure no 1 quarter car model; front suspension

m1 = Sprung Mass
m2 = Un-sprung Mass
Ks = Suspension spring stiffness
Kt = Tire stiffness
Cs = Damping coefficient of absorber
Ct = Damping coefficient of tire
w = Road input (height of speed bump)
X1 = Sprung mass vertical movement
X2 = Un-sprung mass vertical movement
δ = Suspension Travel

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From the vibration analysis of damped system, the governing equation is

m ẍ + c ẋ+ kx=0 (Refer figure no 2) ---------------------------------------------(1)

Where,
m=sprung mass
C=damping coefficient
K= spring coefficient

Figure no 2. spring mass damper system

Using this governing equation, we can write for quarter car model which illustrates below

m1 ẍ 1 +k S ( x1−x 2 ) +C s ( ẋ 1− ẋ 2) =0

Considering road input

m 2 ẍ 2 +k t ( x 2−w ) +C t ( ẋ 2− ẇ )−k S ( x 1−x 2 )−C s ( ẋ 1− ẋ 2 )=0 -----------(2)

These equations can be written in the form

ẋ= Ax+ Bu
ẏ=Cx + Du
Where,
A= space matrix
B=Input matrix
C=output matrix

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D=Direct transmission matrix
u =Input of system
Here we can write
ẋ 1=v1 and ẋ 2=v2

δ= x 1−x 2 and δ̇ = v1 - v 2
Replacing these terms in equations
m1 ẍ 1 +k S ( x1−x 2 ) +C s ( ẋ 1− ẋ 2) =0

m1 v̇ 1+ k S δ +C s ¿ - v 2) = 0
m 1 v̇ 1 = -[k S δ +C s ¿ - v 2)] ------------------------------------(3)
Dividing above equation by m 1 both sides we can get
kS cS
v̇1 =− ( ) ( )
m1
δ−
m1
¿ - v 2)

Again considering Equation no (2)

m2 ẍ 2 +k t ( x 2−w ) +C t ( ẋ 2− ẇ )−k S ( x 1−x 2 )−C s ( ẋ 1− ẋ 2 )=0

m 2 v̇ 2+ k t ( x 2−w ) +C t ( v 2− ẇ ) + k s δ −c s ( v1 −v 2 ) = 0

m 2 v̇ 2 = −k t ( x2 −w ) −C t ( v 2− ẇ ) −k s δ −c s ( v 1−v 2 )

Dividing by m 2 both sides the equation becomes

−k t Ct ks cs
v̇ 2=
m2
( x2 −w ) − ( v 2− ẇ ) −
m2 m2 ( ) ( )
δ+ ( v −v )
m2 1 2

Rearranging the above equation

Ct ks kt kt kt Cs C s +C t
v̇ 2−
( ) ( ) ( ) ( ) ( ) ( ) (
m2
ẇ−
m2
δ+
m2
w−
m2
x2 −
m2
x2 +
m2
v 1−
m2
v 2--------(4) )
Let
Ct
ż= v̇ 2− ( )
m2
ẇ

Ct
z=v 2− ( )
m2
w

Ct
v2 =z +
( )
m2
w

Putting above equations in equation (4) and arranging it

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 ks k C C s +c t ct k
ż=
( ) ( ) ( ) [(
m2
δ − t x 2+ s v 1−
m2 m2 m2 )( ) ] ( )
z+
m2
w+ 2 w
m2

c2
ż=
ks
m2
k
( ) ( ) ( ) (C C +c C C
) [ ( ) ( ) ( )]
k
δ − t x 2+ s v 1+ s t z+ − s 2 t − t2 + t w
m2 m2 m2 m2 m2 m2

From equation 4 we have

kS cS
v̇1 =− ( ) ( )
m1
δ−
m1
¿ - v 2)

Ct
( )
Putting value v 2 = z +
m2
w in above equation

kS cS Ct
v̇1 =− ( ) ( ) ( )
m1
δ−
m1
¿ - {z +
m2
}w ]

kS cS cs ct c s
v̇1 =−
( ) ( ) ( ) ( )
m1
δ−
m1
v1 +
m1
z+
m1 m 2
w

From equation 6 and 7 we can form a matrix in the variable of ( x 2 , δ , v1 , z ¿

Ct
( )

][ ]
0 0 0 1 m2

[
0 0 1 −1 x2 Ct
( ) ẋ 2

[] []
−
k c cS m2
0 ( ) ( ) ( )
− S
m1
− S
m1 m1
δ
v1 + ct cs
w= δ
v1
k ks
( ) ( ) ( ) ( )
− t
Cs C s+ ct z ( ) m1 m2 z
m2 m2 m2 m2 CsCt c 2t kt
−
( ) m
2
2
−
m
2
2
+
m2

Output matrix will be

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 0

[]
1 1 0 0 0
x1

[][ ]
0 0 1 0 ct cs
v1 x2
( )
v̇ 1
x2
v2
δ
=
1
0
0
0
0
1
k
0 − S
m1
0
0
0
c
( ) ( )( )
− S
m1
cS
m1
0
1
0
[]
δ
v1
z
+
m1 m2
0
Ct
( )
m2
0

DATA ASSUMED; Reference[3]

m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000

MATLAB PROGRAMME

clc, clear all

m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000;

A=[0 0 0 1;0 0 1 -1;0 -(Ks/m1) -(Cs/m1) (Cs/m1);-(Kt/m2) (Ks/m2) (Cs/m2) (-

(Cs+Ct)/m2)];

B=[(Ct/m2);-(Ct/m2);((Ct*Cs)/(m2*m1));[(-(Cs*Ct)/(m2*m2))-((Ct*Ct)/(m2*m2))+
(Kt/m2)]];
%%just replace the below sections for desired results and graphs

C=[1 1 0 0] % for sprung mass displacement %

=[0 0 1 0] % for sprung mass velocity,V1 %
=[1 0 0 0] % for unsprung mass displacement, X2 %
=[0 0 0 1] % for unsprung mass velocity, V2 %
=[0 1 0 0] % for suspension travel, X1-X2 %

D=[0]
t=0:0.01:10;
u=0.1*ones(size(t));

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[Y,X]=lsim(A,B,C,D,u,t)
plot(t,Y)

RESULTS AND DISCUSSION

Analysis results of suspension system for ¼ car model for speed bump of 0.1 m (step input)
shows that vehicle sprung mass displacement (Fig.3) has overshoot of 70% and acceleration
amplitude of 1.75 m/ s2 which is demonstrated in (Fig5). These values are very high and are
undesirable from comfort point of view. High overshoot is not desirable for better working of
suspension and for its long life. The result of unsprung mass displacement which is shown in
(Fig.4) also has overshoot of 30% and acceleration (Fig.6) drops suddenly from 4 m/ s2 to 0.7
m/ s2 which are also undesirable and uncomfortable from drivers point of view and ride
quality. Though the settling time is satisfactory. These problems with passive suspension
system can be overcome by design an active suspension system with a controller input which
will vary according to road input and will keep vehicle body movement within the range.
Sprung Mass Displacement Vs Time
CODE
clc, clear all
m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000;
A=[0 0 0 1;0 0 1 -1;0 -(Ks/m1) -(Cs/m1) (Cs/m1);-(Kt/m2) (Ks/m2) (Cs/m2) (-
(Cs+Ct)/m2)]
B=[(Ct/m2);-(Ct/m2);((Ct*Cs)/(m2*m1));[(-(Cs*Ct)/(m2*m2))-((Ct*Ct)/(m2*m2))+
(Kt/m2)]]
C=[1 1 0 0] % for sprung mass displacement %
D=[0]
t=0:0.01:10;
u=0.1*ones(size(t));
[Y,X]=lsim(A,B,C,D,u,t)
plot(t,Y)
title('Sprung mass displacement vs time')
xlabel('Time')
ylabel('Sprung Mass Displacement')

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 Fig. 3 Sprung Mass Displacement

Unsprung Mass Displacement vs Time

CODE
clc, clear all
m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000;
A=[0 0 0 1;0 0 1 -1;0 -(Ks/m1) -(Cs/m1) (Cs/m1);-(Kt/m2) (Ks/m2) (Cs/m2) (-
(Cs+Ct)/m2)]
B=[(Ct/m2);-(Ct/m2);((Ct*Cs)/(m2*m1));[(-(Cs*Ct)/(m2*m2))-((Ct*Ct)/(m2*m2))+
(Kt/m2)]]
C=[1 0 0 0] % for Unsprung Mass Displacement %
D=[0]
t=0:0.01:10;
u=0.1*ones(size(t));
[Y,X]=lsim(A,B,C,D,u,t)
plot(t,Y)
title('Unprung mass Displacment vs time')
xlabel('Time')
ylabel('Unsprung Mass Displacement')

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 Fig. 4 Unsprung Mass Displacement

Sprung Mass Acceleration Vs Time

CODE
clc, clear all
m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000;
A=[0 0 0 1;0 0 1 -1;0 -(Ks/m1) -(Cs/m1) (Cs/m1);-(Kt/m2) (Ks/m2) (Cs/m2) (-
(Cs+Ct)/m2)]
B=[(Ct/m2);-(Ct/m2);((Ct*Cs)/(m2*m1));[(-(Cs*Ct)/(m2*m2))-((Ct*Ct)/(m2*m2))+
(Kt/m2)]]
C=[0 0 1 0] % for Sprung mass Accelaration %
D=[0]
t=0:0.01:10;
u=0.1*ones(size(t));
[Y,X]=lsim(A,B,C,D,u,t)
plot(t,Y)
title('Sprung mass Accelaration vs time')
xlabel('Time')
ylabel('Sprung Mass Accelaration')

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 Fig. 5 Sprung Mass Acceleration
CODE
clc, clear all
m2=27;
m1=275;
Cs=1120;
Ct=3100;
Ks=150000;
Kt=310000;
A=[0 0 0 1;0 0 1 -1;0 -(Ks/m1) -(Cs/m1) (Cs/m1);-(Kt/m2) (Ks/m2) (Cs/m2) (-
(Cs+Ct)/m2)]
B=[(Ct/m2);-(Ct/m2);((Ct*Cs)/(m2*m1));[(-(Cs*Ct)/(m2*m2))-((Ct*Ct)/(m2*m2))+
(Kt/m2)]]
C=[0 0 0 1] % for Unsprung mass Accelaration %
D=[0]
t=0:0.01:10;
u=0.1*ones(size(t));
[Y,X]=lsim(A,B,C,D,u,t)
plot(t,Y)
title('Unsprung mass Accelaration vs time')
xlabel('Time')
ylabel('Unsprung Mass Accelaration')

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 Fig. 6 Unsprung Mass Acceleration

Suspension Travel X2-X1 Vs Time

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METHODOLOGY (FOR HALF CAR MODEL)

M1 = Mass of the automobile

M2 = Mass of the driver body
m = Total mass (M1 + M2)
rg = Radius of gyration
J = The mass moment of inertia of the automobile about the centre of mass
C1 = Damping coefficient of the dashpot on the front of the model

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C2 = Damping coefficient of the dashpot on the rear of the model
K1 = Spring coefficient for the spring at the front of the model
K2 = Spring coefficient for the spring at the rear of the model
l1 = Distance from the centre of mass to the front spring/damper
l2 = Distance from the centre of mass to the rear spring/damper
To determine the equations of motion, Lagrange's equations, also known as the energy
method, has utilized, the general form of LaGrange’s equation is
d ∂L ∂L
( )−
dt ∂ q̇i ∂ qi
=Qi i=1,2 ……………………..(i)

Where Q i is the non conservative generalized force corresponding to i th generalized coordinate.

q i represents degree of freedom

L = T-U ………………………(ii)

Here T = Kinetic energy

U = Potential energy of the system
By substituting (ii) in (i) , we get

d ∂T ∂T ∂U
( )− +
dt ∂ q̇i ∂ qi ∂ qi
=Qi ……………………….(iii)

Let us consider the coordinates

q 1 = x(t)

q 2 = (t)

The kinetic energy and potential energy equations as well as force acting on the system is given as
follows

1 1
T= m ẋ 2+ J θ̇2
2 2

1 1
U= k 1 ( x−l 1 θ− y 1 )2 + k 2 ( x+l 2 θ− y 2) 2
2 2

1 2 1 2
F= c 1 ( ẋ−l 1 θ̇− ẏ 1) + c 2 ( ẋ+ l 2 θ̇− ẏ 2)
2 2

where k 1 and k 2are the equivalent spring rates of the front and rear suspension.

x is the displacement of the body's center of gravity

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l 1and l 2are the distances from the center of gravity to the front suspension and rear
suspensions

y 1 and y 2 are the input functions of the road for the front and rear of the system.

The Lagrange equation for 𝑥 found through the following series of steps

d ∂T
(
dt ∂ ẋ )
=m ẋ =m ẍ

∂T
=0
∂x

∂U
=k 1( x−l 1 θ− y 1 ¿+k 2 (x +l 2 θ− y 2 )
∂x

∂F
=c 1 ( ẋ−l 1 θ̇− ẏ 1 ) +c 2 ( ẋ+l 2 θ̇− y˙2 )
∂ ẋ

−∂ F
Q 1= =−(c 1 ( ẋ−l 1 θ̇− ẏ 1 ) +c 2 ( ẋ+l 2 θ̇− y˙2 ) ) …………………….(iv)
∂ ẋ

The above parts are placed into the lagrange equation as follows

d ∂T ∂T ∂U
( ) − +
dt ∂ q̇i ∂ qi ∂ qi
=Qi ,

Let substitute i =1 , then

d ∂T ∂T ∂U
( ) − +
dt ∂ q̇1 ∂ q1 ∂ q 1
=Q1

Where q 1 = x(t)

Then q̇ 1= ẋ

d ∂T ∂T ∂ U
( )
dt ∂ ẋ
− +
∂x ∂x
=Q 1

m ẍ + k 1( x−l 1 θ− y 1 ¿+k 2 ( x +l 2 θ− y 2 ) = −( c 1 ( ẋ−l 1 θ̇− y˙1 ) + c 2 ( ẋ +l 2 θ̇− ẏ 2 ) )

This equation is need to be expanded in order to place it in matrix form , firsly separating
the motion of the car in xand θ coordinate from the variables of the motion from the road ,
y 1and y 2.

The expanded form is

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m ẍ + (c 1 +c 2 ¿ ẋ + ( k 1+ k 2 ) x + (−c 1 l 1+ c 2 l 2 ) θ̇+ (−k 1 l 1 +k 2 l 2) θ= ẏ 1 c1+ ẏ 2 c 2+ y 1 k 1 + y 2 k 2
……………………(v)
The same series of steps are performed on above equations for q2 and 𝜃̇
d
¿ = Jθ˙¿ ¿ = Jθ̈
dt
∂T
=0
∂θ
∂U
=¿ 𝑘1(−𝑙1)(𝑥 – 𝑙1𝜃 – 𝑦1)+𝑘2(−𝑙2)(𝑥 + 𝑙2 𝜃 – 𝑦2)
∂θ ̇
∂F
= 𝑐1(𝑥̇− 𝑙1 𝜃 −𝑦̇1)(−𝑙1) + 𝑐2(𝑥̇+𝑙2 𝜃 −𝑦̇2)(−𝑙2)
∂ θ̇
∂F
Q2 = - = −(𝑐1(𝑥̇− 𝑙1 𝜃 −𝑦̇1)(−𝑙1) + 𝑐2(𝑥̇+𝑙2 𝜃 −𝑦̇2)(−𝑙2))
∂ θ̇
These equations are placed in the Lagrange form.

d ∂T ∂T ∂U
( ) − +
dt ∂ q̇i ∂ qi ∂ qi
=Qi ,

Let substitute i =2, then

d ∂T ∂T ∂U
( ) − +
dt ∂ q̇2 ∂ q2 ∂ q 2
=Q2

Where q 2 = θ(t)

Then q̇ 2=θ̇

d ∂T ∂T ∂ U
( )
dt ∂ θ̇
− +
∂θ ∂θ
=Q2

𝐽θ̈ + 𝑘1((−𝑙1)(𝑥 − 𝑙1 𝜃 – 𝑦1))+ 𝑘2(−𝑙2)(𝑥 + 𝑙2𝜃 – 𝑦2) = −(𝑐1(𝑥̇− 𝑙1𝜃̇− 𝑦̇1)(−𝑙1) + 𝑐2(𝑥̇+ 𝑙2𝜃̇− 𝑦̇2)(−𝑙2))
These equations are expanded to form as follows
𝐽θ̈ + (𝑐1𝑙1 2 + 𝑐2𝑙2 2 )̇+ (𝑘1𝑙12 +𝑘2𝑙22 )𝜃 + (−𝑐1𝑙1 + 𝑐2𝑙2 )𝑥̇ + (−𝑘1𝑙1 +𝑘2 𝑙2 )𝑥 = 𝑦̇1 (−𝑐1𝑙1 ) +𝑦1 (−𝑘1𝑙1 )+ 𝑦̇2
(𝑐2 𝑙2 ) + 𝑦2(𝑘2𝑙2) ……………………….(vi)
The equation of motion is then set up in matrix form by combining equations (v) and (vi) to
make equation
c 1+ c2 −c 1 l1 + c2 l 2 ẋ k 1 +k 2 −k 1 l 1+ k 2 l2 x
(m0 0j )( θ̈ẍ) + (−c l + c l
1 1 2 2
)( ) (+
c 1 l 1 +c 2 l 2 θ̇ −k 1 l 1 +k 2 l 2 k 1 l 21+ k 2 l 22 θ
2 2 =)( )
c1 c 2 y˙1
( () ) + (−kk l
−c1 l 1 c 2 l 2 y˙2
1

1 1
k2 y1
)( )
k 2 l2 y 2

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Values taken from standard journal mentioned in reference [3]
K1=K2=30000 N/m
C1=C2=2500 Ns/m
m = 800 kg

J= m*r g2 = 800 kgm 2 (Here r g=1 ¿

𝑙1 = 1 m

𝑙2 = 1.5 m

Here we assume “x” and “θ” to be a harmonic function with angular velocity ‘s’ and say
amplitude of X1 and θ1.
For steady state solution, right hand side of equations is equated to zero and “x” and “θ” ,
their derivatives and double derivatives in the above equations are substituted. This gives a
Characteristic Equation.

ms 2 + ( c 1 +c 2 ) s+(k 1+ k 2) (−c 1 l 1 +c 2 l 2) s+(−k 1 l 1+ k 2 l2 )

| 2 2 2 2 2
(−c 1 l 1+ c 2 l2 ) +(−k 1 l1 + k 2 l 2 ) J s + ( c1 l1+ c 2 l 2 ) s +k 1 l1+ k 2 l 2 | =0

To solve this characteristic equation below code is used

MATLAB CODE
clc; clear all;
%Input Parameters
m = 800; J = 800; k1 = 30000; k2=30000; c1= 2500; c2=2500;
l1=1; l2=1.5;
syms t
%Road Excitation
lam = 5; v= 50*1000/3600; A=0.01;
T=lam/v;
omega = 2*pi/T;
phi=(l1+l2)*(2*pi/lam);
disp('The excitation functions are')
Y1 = A*sin(omega*t)
Y2 = A*sin(omega*t-phi)
%Obtaining roots for natural frequency(For analytical solutions)
a = [m c1+c2 k1+k2];
b = [J c2*l2^2+c1*l1^2 k2*l2^2+k1*l1^2];
C = conv(a,b); d = [c2*l2-c1*l1 k2*l2-k1*l1];
e = conv(d,d);
f=C-[0 0 e];
disp('The roots for the characteristic equation are')
r=roots(f)

%CALCULATING NATURAL FREQUENCIES AND MODE SHAPES USING MATLAB

m=[m 0; 0 J];
k= [k1+k2 k2*l2-k1*l1; k2*l2-k1*l1 k2*l2^2+k1*l1^2];
% Calling Function "eig" to Obtain Natural Frequencies and Mode Shapes
[u,lamda]=eig(k, m);
fprintf('\n')
disp('Natural Frequencies are:')

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% Print Natural Frequencies
w = sqrt(lamda)
fprintf('\n')

By solving above characteristic equations by MATLAB, we get the solution

The roots for the characteristic equation are

r =

-5.3522 + 9.9903i
-5.3522 - 9.9903i
-2.8510 + 7.7650i
-2.8510 - 7.7650i

The above roots are in the form of r=-ζω n+ i ω d

From the above roots of characteristic equation, we get damped frequencies

rad
ω d =7.7650
1
s

rad
ω d =9.9903
2
s

By solving these equations from MATLAB, we get natural frequencies

rad
ω n =8.2718
1
s

rad
ω n =11.3337
2
s

CONCLUSION & FUTURE WORK

 We performed a vibration analysis and present the development of method to obtain

the natural frequencies.
 From these natural frequencies we can also predict about resonance phenomena.

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  Here, in this problem we analysed considering road profile as sinusoidal. but in real
case scenario we may across more complex road profiles. so further this work can be
extended to different real time road profiles.
 Here, rolling effect is neglected. We can also consider the rolling effect then the
problem will be converted to 3 degree of freedom problem.
 In future this work can be extended to full car model.
 The major advantage of this method to predict vibration condition before interpreting
into any physical test.

REFERENCES

[1] O. O. Oluwole, “Matlab and Simulink Use in Response Analysis of Automobile

Suspension System in Design”, International Journal of Traffic and Transportation
Engineering, vol. 1(2), 2012, pp. 19-31.
[2] Claudiu Valentin Suciu, Tsubasa Tobiishi and Ryouta Mouri, “Modeling and
Simulation of a Vehicle Suspension with Variable Damping versus the Excitation
Frequency”, Journal of Telecommunications and Information Technology, 2012, pp.
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[3] Agharkakli Abdolvahab,U. S.Chavan and Dr.S.Phvithran, “Simulation And Analysis
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