MULTI FUEL INJECTION TESTING EQUIPMENT

ABSTRACT

This paper consist of fuel injection testing injector tester consists of a

small tank, pump, pressure gauge and handle. There is a separate bowl for
receiving the fuel sprayed from the nozzle. The injector to be tested is fitted in
the injection testing equipment. The fuel injection is use for internal combustion
engine. its only used in compression ignition (CI) engine. The constant fuel
supply as well as air supply in the combustion chamber (CC) .There air-fuel
mixture and ignition is produce in combustion chamber. Fuel Injection is a
method of fuel delivery into an internal combustion engine that offers several
advantages over the standard carburetted engine. Chiefly, fuel injection gives
the user direct control over the amount of fuel being injected into the engine, no
matter how much air is being drawn in. This gives the user large control over
efficiency by allowing the user to control fuel delivery based on input variables
such as engine temperature, speed, and throttle position. It is well known that
injection strategies including the injection timing and pressure play the most
important role in determining engine performance, especially in pollutant
emissions. However, the injection timing and pressure quantitatively affect the
performance of diesel engine with a turbo charger are not well understood.
During the compression stroke in a four-stroke diesel engine, air is
compressed in the engine cylinder. The pressure of the air is increased and its
temperature is also increased. The diesel fuel is injected at the end of the
compression stroke and the fuel is ignited. The fuel feed system ensures that the
diesel oil is injected into the cylinders at the correct time. It consists of a diesel
tank, a feed pump, a filter, an injection pump, an injector and connecting lines.
Regular testing of the fuel injection system ensures that the diesel pump works
effectively.
INTRODUCTION
The fuel injection equipment is the essential component for the proper
working of the diesel engine. The function of the fuel injector is to disperse the
fuel through compressed charge of air in the engine cylinder. Proper functioning
of injector should be ensured for proper functioning of engine as fuel injector
has to spray fuel uniformly.
The injector tester consists of a small tank, pump, pressure gauge and
handle. There is a separate bowl for receiving the fuel sprayed from the nozzle.
The injector to be tested is fitted in the injection testing equipment. A
valve which is used to control the fuel is first opened, and then the handle is
pressed downward. The downward movement of the handle causes the fuel to
be sprayed through the injector. The reading in the pressure gauge shows the
atmospheric pressure. If this pressure is equal to the pressure specified by the
Manufacturer, then the injector is a good one. If the pressure is either more or
less, the spring in the injector should be accordingly adjusted.
To run an engine, the fuel from the tank must each by some means to the
engine cylinder. In diesel engine, the fuel is injected into the engine cylinder by
an injector. The fuel burns in the cylinder and during the exhaust stroke, the
burned gases leave the cylinder passing through the exhaust pipe and silencer.
The injector tester consists of a small tank, pump, pressure gauge and
handle. There is a separate bowl for receiving the fuel sprayed from the nozzle.
The injector to be tested is fitted in the injection testing equipment. A valve
which is used to control the fuel is first opened, and then the handle is pressed
downward. The downward movement of the handle causes the fuel to be
sprayed through the injector. The reading in the pressure gauge shows the
atmospheric pressure. If this pressure is equal to the pressure specified by the
manufacturer, then the injector is a good one. If the pressure is either more or
less, the spring in the injector should be accordingly adjusted.
LITERATURE REVIEW

The injector tester consists of a small tank, pump, pressure gauge and
handle. There is a separate bowl for receiving the fuel sprayed from the nozzle.
The injector to be tested is fitted in the injection testing equipment. The fuel
injection equipment is the essential component for the proper working of the
diesel engine. The function of the fuel injector is to disperse the fuel through
compressed charge of air in the engine cylinder. Proper functioning of injector
should be ensured for proper functioning of engine as fuel injector has to spray
fuel uniformly In this study, it has been tried using the change of fuel
injectiontimeatthesetwonextsteps:beforetopdeadcenter(BTDC)andaftertopdeadc
enter(ATDC)inordertoachieving optimum emission and power in specific point
At this present work, the effects of time injection on combustion and pollution
of a DI diesel engine have been investigated with using multi-dimensional CFD
code AVL-FIRE. The calculations were based on the described conditions.
The fuel injection equipment is the essential component for the proper
working of the diesel engine. The function of the fuel injector is to disperse the
fuel through compressed charge of air in the engine cylinder. Proper functioning
of injector should be ensured for proper functioning of engine as fuel injector
has to spray fuel uniformly. By this project we could learn the construction,
design, working operation and calibration of fuel injection instrument fuel
injectors, nozzle, testing of nozzles and timing of injection. This research paper
work has provided us an excellent opportunity and experience, to use our
limited knowledge. We gained a lot of practical knowledge regarding, planning,
purchasing, assembling and machining while doing this project work. We feel
that the project work is a good solution to bridge the gates between institution
and industries. We are proud that we have completed the work with the limited
time successfully.
The FUEL INJECTOR TESTING EQUIPMENT is working with
satisfactory conditions. We are able to understand the difficulties in maintaining
the tolerances and also quality. We have done to our ability and skill making
maximum use of available facilities. In conclusion remarks of our project work,
let us add a few more lines about our impression project work. Thus we have
developed an “FUEL INJECTOR TESTING EQUIPMENT” which helps to
know how to achieve low cost testing equipment. By using more techniques,
they can be modified and developed according to the applications.
Types of fuel injection system
a) Throttle Body Injection.
b) Multi-Port Fuel Injection.
c) Late-Model Fuel Injection.
d) Direct Fuel Injection.

ABOUT THE FUEL INJECTOR

The fuel injector assembly consist of

1) needle valve
2)compression spring
3)nozzle
4)an injector body.

The valve will open when from the fuel pump acting on the shoulder of
needle valve overcomes the spring compression. As the needle valve lifts, oil
flows through the lower chamber of the atomizer. The extra area of the needle
mister is now subjected to pressure causing the needle to lift allowing the fuel to
pass through high pressure through atomizer holes into the combustion
chamber. When the fuel pump cut off pressure, the valve will close under spring
compression Since the needle is now exposed to pressure closing of valve will
now occur at pressure lower than at which it is opened. The action of the needle
valve must be rapid and positive without leakage. Injector spring compression is
adjusted under test and a compression ring is fitted. It is set to allow the needle
valve to open at pre-determined fuel pressure.

FUEL SYSTEM REQUIREMNTS

If the engine is to develop full power and operate efficiently, its fuel
system must do the following.

3.1 Meter (Measures).

The fuel injection system must measure the fuel supplied to the engine
accurately since fuel requirements vary greatly from low to high engine speed.
Fuel is measured with in the injection pump or injector by measuring it as it fills
the pumping chamber (inlet metering) or as it leaves the pumping element
(outlet metering). Although many variations of these two concepts exist, the
basic principles have changed very little.

3.1.1 Time
The timing of fuel injected into the cylinder is very important during
engine starting, full load and high-speed operation. Diesel engine starts best
when fuel is injected at or very close to top dead canter (TDC), since it is at this
point that air in the chamber is the hottest. After the engine is started and
running at high speed, the injection timing may have to be advanced to
compensate for injection lag, ignition lag, and other factors that influence
combustion with in the engine cylinder. Many modern injection pumps have an
automatic timing device built into them that automatically changes the timing as
the engine speed changes. These devices have been given names by their
manufactures, such as automatic advance, intravance any many others. Their
major purpose is the varying fuel injection timing to produce a powerful yet
efficient engine.
3.1.2 Pressurize.
The fuel system must pressurize the fuel to open the injection nozzle (a
spring loaded valve) or the pressure required to open the nozzle, some pressure
is required to inject fuel into the combustion chamber to offset the pressure of
compression, which may be 350 to 450 psi (25 to 32 kg/cm²). The pressure
setting of the injection nozzle or injector tip is directly related to the degree of
atomization required. As the fuel is pumped through the holes in the tip (multi-
hole type nozzle) or around the pintle (pintle type nozzle) at high pressure, 1500
to 4000 psi (105 to 280 kg/cm²), atomization occurs. This atomization can be
compared to the atomization that occurs when you attach a spray nozzle to the
end of a garden hose.

3.2 Atomize (the Breaking up of Fuel into Small particles)

The fuel must be atomized when it is injected into the combustion

chamber since anatomized fuel will not bun easily. The degree of atomization
required will vary from engine to engine depending on the combustion chamber
design. Consider the following examples: A precombustion engine will require
very little atomization since the furl is injected into the prechamber engines, the
fuel is heated in the prechamber to start burning; as it burns, the resulting
expansion forces it through a passage way into the main chamber. Turbulence
created by the rapidly burning and expanding fuel help mix air and fuel for
complete combustion, therefore, a high degree of atomization is not required
during the initial injection.

A direct injection engine relies solely on atomization of fuel during

injection and piston crown design to mix air and fuel for combustion. This
engine design will obviously require a higher degree of atomization if complete
combustion is to occur. A multi-hole type nozzle tip is generally used with this
combustion chamber design. Distribute Closely related to timing, the
distribution of fuel must be accurate and according to the engine’s firing order.
Distributor pumps deliver fuel to each pump outlet in succession and the lines
are hooked to the cylinders in the correct firing order, much like a distributor
used on a gas engine. In – line pumps have the camshaft designed to permit the
pump outlets to fire in the required engine cylinder firing order. Along with
distributing the fuel to the various cylinders, the fuel system must distribute the
fuel with in the combustion chamber during initial injection. The fuel must be
injected through out the chamber so that all of the air with in the chamber is
utilized. The injection nozzle or injector, its hole size and angle, fulfils the
requirement.

3.3 Control, Start and Stop injection.

Injection of fuel must start quickly and end quickly. Any delay in
beginning will alter the pump to engine timing, causing hard starting and poor
running engines. Any delay in injection ending can cause a smoky exhaust and
irregular exhaust sound. The end of injection should be instantaneous with no
dribbling or secondary injections. In many systems this is accomplished by a
valve called delivery valve. Other pumps have a camshaft designed with sharp
drop on the cam lobe that stops injection very rapidly.
DIESEL FUEL SYSTEMS

Like the gasoline engine, the diesel engine is an internal combustion

engine using either a two- or four-stroke cycle. Burning or combustion of fuel
within the engine cylinders is the source of the power. The main difference in a
diesel engine is that the diesel fuel is mixed with compressed air in the cylinder
as shown in Figure 5-1.

Compression ratios in the diesel engine range between 6:1 for a stationary
engine and 24:1 for passenger vehicles. This high ratio causes increased
compression pressures of 400 to 600 psi and cylinder temperatures reaching
800°F to 1200°F. At the proper time, the diesel fuel is injected into the cylinder
by a fuel-injection system, which usually consists of a pump, fuel line, and
injector or nozzle. When the fuel oil enters the cylinder, it will ignite because of
the high temperatures. The diesel engine is known as a compression-ignition
engine, while the gasoline engine is a spark-ignition engine.
The speed of a diesel engine is controlled by the amount of fuel injected
into the cylinders. In a gasoline engine, the speed of the engine is controlled by
the amount of air admitted into the carburettor or gasoline fuel injection
systems. Mechanically, the diesel engine is similar to the gasoline engine. The
intake, compression, power, and exhaust strokes occur in the same order. The
arrangement of the pistons, connecting rods, crankshaft, and engine valves is
about the same. The diesel engine is also classified as in-line or v-type.
In comparison to the gasoline engine, the diesel engine produces more
power per pound of fuel, is more reliable, has lower fuel consumption per
horsepower per hour, and presents less of a fire hazard.
 These advantages are partially offset by higher initial cost, heavier
construction needed for its high compression pressures, and the difficulty in
starting which results from these pressures.
1.1.0 Diesel Fuel
Diesel fuel is heavier than gasoline because it is obtained from the residue of the
crude oil after the more volatile fuels have been removed. As with gasoline, the
efficiency of diesel fuel varies with the type of engine in which it is used. By
distillation, cracking, and blending of several oils, a suitable diesel fuel can be
obtained for all engine operating conditions. Using a poor or improper grade of
fuel can cause hard starting, incomplete combustion, a smoky exhaust, and
engine knocks. The high injection pressures needed in the diesel fuel system
result from close tolerances in the pumps and injectors. These tolerances make it
necessary for the diesel fuel to have sufficient lubrication qualities to prevent
rapid wear or damage. It must also be clean, mix rapidly with the air, and burn
smoothly to produce an even thrust on the piston during combustion.
1.1.1 Diesel Fuel Oil Grades
Diesel fuel is graded and designated by the American Society for Testing and
Materials (ASTM), while its specific gravity and high and low heat values are
listed by the American Petroleum Institute (API). Each individual oil refiner and
supplier attempts to produce diesel fuels that comply as closely as possible with
ASTM and API specifications. Because of different crude oil supplies, the diesel
fuel may be on either the high or low end of the prescribed heat scale in BTU
per pound or per gallon. Because of the deterioration of diesel fuel, only two
grades of fuel are considered acceptable for use in high-speed heavy-duty
vehicles. These are the No. 1D or No. 2D fuel oil classification. Grade No. 1D
comprises the class of volatile fuel oils from kerosene to the intermediate
distillates. Fuels within this classification are applicable for use in high-speed
engines in service involving frequent and relatively wide variations in loads and
speeds. In cold weather conditions, No. 1D fuel allows the engine to start easily.
In summary, for heavy-duty high-speed diesel vehicles operating in continued
cold-weather conditions, No. 1D fuel provides better operation than the heavier
No. 2D. Grade No. 2D includes the class of distillate oils of lower volatility.
They are applicable for use in high-speed engines in service involving relatively
high loads and speeds. This fuel is used more by truck fleets due to its greater
heat value per gallon, particularly in warm to moderate climates. Even though
No. 1D fuel has better properties for cold weather operations, many still use No.
2D in the winter, using fuel heater/water separators to provide suitable starting,
as well as fuel additive conditioners, which are added directly into the fuel tank.
Selecting the correct diesel fuel is a must if the engine is to perform to its rated
specifications.
Generally, seven factors must be considered in the selection of a fuel oil:
• Starting characteristics
• Fuel handling
• Wear on injection equipment
• Wear on pistons
• Wear on rings, valves, and cylinder liners
• Engine maintenance
• Fuel cost and availability
Other considerations in the selection of a fuel oil are as follows:
• Engine size and design
• Speed and load range
• Frequency of load and speed changes
• Atmospheric conditions

1.1.2 Cetane Number

Cetane number is a measure of the fuel oil’s volatility; the higher the
rating, the easier the engine will start and the smoother the combustion process
will be within the ratings specified by the engine manufacturer. Current 1D and
2D diesel fuels have a cetane rating between 40 and 50. Cetane rating differs
from the octane rating used in gasoline in that the higher the number of gasoline
on the octane scale, the greater the fuel resistance to self ignition, which is a
desirable property in gasoline engines with a high compression ratio. Using a
low octane fuel will cause premature ignition in high compression engines.
However, the higher the cetane rating, the easier the fuel will ignite once
injected into the diesel combustion chamber. If the cetane number is too low,
you will have difficulty in starting. This can be accompanied by engine knock
and puffs of white smoke during warm-up in cold weather. High altitudes and
low temperatures require the use of diesel fuel with an increased cetane number.
Low temperature starting is enhanced by high cetane fuel oil in the proportion
of 1.5°F lower starting temperature for each cetane number increase.

1.1.3 Volatility
Fuel volatility requirements depend on the same factors as cetane number. The
more volatile fuels are best for engines where rapidly changing loads and speeds
are encountered. Low volatile fuels tend to give better fuel economy where their
characteristics are needed for complete combustion, and will produce less
smoke, odor, deposits, crankcase dilution, and engine wear. The volatility of a
fuel is established by a distillation test where a given volume of fuel is placed
into a container that is heated gradually. The readiness with which a liquid
changes to a vapor is known as the volatility of the liquid. The 90 percent
distillation temperature measures volatility of diesel fuel. This is the
temperature at which 90 percent of a sample of the fuel has been distilled off.
The lower the distillation temperature, the higher the volatility of the fuel. In
small diesel engines higher fuel volatility is needed than in larger engines in
order to obtain low fuel consumption, low exhaust temperature, and minimum
exhaust smoke.
1.1.4 Viscosity
The viscosity is a measure of the resistance to flow of the fuel, and it will
decrease as the fuel oil temperature increases. What this means is that a fluid
with a high viscosity is heavier than a fluid with low viscosity. A high viscosity
fuel may cause extreme pressures in the injection systems and will cause
reduced atomization and vaporization of the fuel spray. The viscosity of diesel
fuel must be low enough for it to flow freely at its lowest operational
temperature, yet high enough to provide lubrication to the moving parts of the
finely machined injectors. The fuel must also be sufficiently viscous so that
leakage at the pump plungers and dribbling at the injectors will not occur.
Viscosity also will determine the size of the fuel droplets, which in turn govern
the atomization and penetration qualities of the fuel injector spray.
Recommended fuel oil viscosity for high-speed diesel engines is generally in
the region of 39 SSU (Seconds Saybolt Universal), which is derived from using
a Saybolt Viscosimeter to measure the time it takes for a quantity of fuel to flow
through a restricted hole in a tube. A viscosity rating of 39 SSU provides good
penetration into the combustion chamber, atomization of fuel, and suitable
lubrication.
1.1.5 Sulfur Content

Sulfur has a definite effect on the wear of the internal components of the
engine, such as the piston ring, pistons, valves, and cylinder liners. In addition,
a high sulfur content fuel requires that the engine oil and filter be changed more
often because the corrosive effects of hydrogen sulfide in the fuel and the sulfur
dioxide or sulfur trioxide that is formed during the combustion process combine
with water vapor to form acids. High additive lubricating oils are desired when
high sulfur fuels are used. Refer to the engine manufacturer’s specifications for
the correct lube oil when using high sulfur fuel. Sulfur content can be
established only by chemical analysis of the fuel. Fuel sulphur content above
0.4% is considered as medium or high, and anything below 0.4% is low.
No. 2D contains between 0.2 and 0.5% sulfur, whereas No. 1D contains less
than 0.1%. Sulfur content has a direct bearing on the life expectancy of the
engine and its components. Active sulfur in diesel fuel will attack and corrode
injection system components and contribute to combustion chamber and
injection system deposits.
1.1.6 Cloud and Pour Point

Cloud point is the temperature at which wax crystals in the fuel (paraffin
base) begin to settle out with the result that the fuel filter becomes clogged. This
condition exists when cold temperatures are encountered and is the reason that a
thermostatically controlled fuel heater is required on vehicles operating in cold
weather environments. Failure to use a fuel heater will prevent fuel from
flowing through the filter and the engine will not run. Cloud point generally
occurs 9-14°F above the pour point.
Pour point of a fuel determines the lowest temperature at which the fuel
can be pumped through the fuel system. The pour point is 5°F above the level at
which oil becomes a solid or refuses to flow.
1.1.7 Cleanliness and Stability

Cleanliness is an important characteristic of diesel fuel. Fuel should not

contain more than a trace of foreign substances; otherwise, fuel pump and
injector difficulties will develop, leading to poor performance or seizure.
Because it is heavier and more viscous, diesel fuel will hold dirt particles in
suspension for a longer period than gasoline. Moisture in the fuel can also
damage or cause seizure of injector parts when corrosion occurs. Fuel stability
is its capacity to resist chemical change caused by oxidation and heat. Good
oxidation stability means that the fuel can be stored for extended periods of time
without the formation of gum or sludge. Good thermal stability prevents the
formation of carbon in hot parts such as fuel injectors or turbine nozzles.
Carbon deposits disrupt the spray patterns and cause inefficient combustion.
1.2.0 Combustion Chamber Design

The fuel injected into the combustion chamber must be mixed thoroughly
with the compressed air and distributed as evenly as possible throughout the
chamber if the engine is to function at maximum efficiency and exhibit
maximum drivability. A well designed engine uses a combustion chamber
designed for the intended usage of the engine. The injectors used should
complement the combustion chamber. The combustion chambers described in
the following sections are the most common, and cover virtually all of the
designs that are currently in use.

1.2.1 Direct Injection Combustion Chamber

Direct injection is the most common combustion chamber (Figure 5-2,

View A) and is found in nearly all engines. The fuel is injected directly into an
open combustion chamber formed by the piston and cylinder head. The main
advantage of this type of injection is that it is simple and has high fuel
efficiency. In the direct combustion chamber, the fuel must atomize heat,
vaporize, and mix with the combustion air in a very short period of time. The
shape of the piston helps with this during the intake stroke. Direct injection
systems operate at very high pressures of up to 30,000 psi.

1.2.2 Indirect Injection Combustion Chamber

Indirect injection chambers were previously used mostly in passenger

cars and light truck applications because of lower exhaust emissions and
quietness. In today’s technology with electronic timing, direct injection systems
are superior. Therefore, you will not see many indirect injections system on new
engines; they are still on many older engines, however.

1.2.3 Pre-combustion Chamber

Precombustion chamber design involves a separate combustion chamber

located in either the cylinder head or wall. As Figure 5-2, View B shows, this
chamber takes up from 20% - 40% of the combustion chambers TDC volume
and is connected to the chamber by one or more passages. As the compression
stroke occurs, the air is forced up into the precombustion chamber. When fuel is
injected into the precombustion chamber, it partially burns, building up
pressure. This pressure forces the mixture back into the combustion chamber,
and complete combustion occurs.

1.2.4 Swirl Combustion Chamber

Swirl chamber systems (Figure 5-2, View C) use the auxiliary combustion
chamber that is ball-shaped and opens at an angle to the main combustion
chamber. The swirl chamber contains 50% - 70% of the TDC cylinder volume
and is connected at a right angle to the main combustion chamber. A strong
vortex (mass of swirling air) is created during the compression stroke. The
injector nozzle is positioned so the injected fuel penetrates the vortex and strikes
the hot wall, and combustion begins. As combustion begins, the flow travels
into the main combustion chamber for complete combustion.

TESTING OF INJECTOR NOZZLE

The injector tester consists of a small tank, pump, pressure gauge and
handle. There is a separate covered cabin for receiving the sprayed fuel from the
nozzle. The injector to be tested is fitted to the injector testing equipment. The
valve which is used to control the fuel is opened and then the handle is pressed
downwards. The downward movement of the handle causes the fuel to be
sprayed through the injector. The reading in the pressure gauge shows
atmospheric pressure and if the pressure is equal to the pressure specified by the
manufacturer, then the injector is good one and is accepted. If the pressure is
more or less then the specified then the spring is adjusted according to the size
of shim in the injector.
WORKING PRINCIPLE

The compressed or pressurized air is given to the input supply of this fuel
injector testing equipment. The inlet valve is opened and the inlet pressure is
noted down. The fuel tank contains the some amount of fuel to conduct the
testing operation. The outlet gate valve is opened and the outlet pressure is
noted done with the help of outlet pressure gauges. The fuel injector is fitted to
the holder with the help of suitable arrangement. The 12v power supply is given
to the fuel injector coil. The coil gets energized to open the nozzle hole so that
the pressurized fuel sprayed by the injector nozzle. That sprayed pressure is
noted, this is compare to the company pressure specification so that the injector
is tested.
2.1 pressure test:- clamp the injector on the tests and operate the test
pump. Note the reading of the dial indicator at which the injector nozzle starts
spraying. It gives pressure reading. It should be the same as recommended by
the company. If, it is less, then tighten the adjusting screw. Repeat the process
until the correct pressure reading is obtained. Finally, tighten the lock nut.
2.2 leak-off test:- clamp the injector on the tester and build up the
pressure about 150 kg/cm² by operating the tester pump. Keep this pressure for
about ten seconds. If the pressure drops, it shows that there is leakage in the
injector. Check the nozzle seat and nozzle valve needle and nozzle body.
Correct the seat and needle by grinding and lapping, and after that again do the
leak-off test.
2.3 spray test:- spray test is also done on the same injector-testing
machine. While operating the tester pump, see carefully the spray. It should not
be like a current of oil, or with drops splitting away, but it should be fully
atomized.

4. MAINTENANCE OF INJECTION
SYSTEM:-

The most important maintenance of the injection system is that clean

diesel oil should flow in it. Replace the filter element at the correct interval of
time. If the vehicle is used in dirty areas, the filter element should be replaced
before time don’t run the engine overheated.
5. ADVANTAGES

1. It requires simple maintenance cares

2. The Diesel engine vehicles fuel injector can be easily checked.
3. Checking and cleaning are easy, because of the main parts are screwed.
4. Repairing is easy.
5. Replacement of parts is easy.
6. No Oil wastage.

6. APPLICATIONS

1. Four Wheeler Diesel Engine Application

2. In Automobile Quality control unit
3. Two wheeler Application.
7. CONCLUSION
This project work has provided us an excellent opportunity and
experience, to use our limited knowledge. We gained a lot of practical
knowledge regarding, planning, purchasing, assembling and machining while
doing this project work. We feel that the project work is a good solution to
bridge the gates between institution and industries. We are proud that we have
completed the work with the limited time successfully. The FUEL INJECTOR
TESTING EQUIPMENT is working with satisfactory conditions. We are able to
understand the difficulties in maintaining the tolerances and also quality. We
have done to our ability and skill making maximum use of available facilities.
In conclusion remarks of our project work, let us add a few more lines
about our impression project work. Thus we have developed an “FUEL
INJECTOR TESTING EQUIPMENT” which helps to know how to achieve low
cost testing equipment. By using more techniques, they can be modified and
developed according to the applications.
8. REFERANCES :
[1] V. Ganesan ‘A text book of Internal Combustion Engine’, Tata McGraw Hill
Education Private Ltd. New Delhi, 241- 245, p272273, p281-284.
[2] [2] R.K.Rajput, ‘A text book of Thermal Engineering’, Lakshmi Publication,
New Delhi.
[3] Litchy, L.C: Combustion Engine Processes, Mc Graw Hill.
[4] Taylor, C.F. and Taylor E.S.: The Internal Combustion Engine in Theory and
practice, M.I.T.Press.
[5] g.b.s. narang, “automobile engineering”, khanna publishers, delhi, 1991, pp
671.
[6] william h. crowse, “automobile engineering”.
[7] donald. l. anglin, “automobile engineering”.
[8] electrical devices and circuits – allen mathor
[9] electronic made simple - hendry jecobokitz
[10] Praveen S.Desai, Heramb R Pawaskar, Prof. N N .Manchekar Asst.
Professor Rajendra Mane College of Engg. & Technology

BLOCK DIAGRAM