Unit II Agashe

UNIT II
Content
(1) Theory of Carburetion, Types of Carburettors,
(No-Numerical on Carburetion)
(2) Electronic fuel injection system, Gasoline direct
injection (GDI), MPFI System.
(3) Combustion in SI engines, stages of combustion,
flame propagation, rate of pressure rise, abnormal
combustion, Phenomenon of Detonation in S.l.
engines, effect of engine variables on detonation.
Combustion chambers.
(4) Rating of fuels in SI. engines, Additives
02/02/22 Prof. Yogesh Sonawane(9975708447)

Carburetion
• The SI engines use usually the volatile fuels e.g. petrol,
alcohol, etc.
• The mixture of fuel and air is prepared outside the engine
cylinder and partly evaporated mixture is supplied to the
engine.
• The mixture prepared outside the cylinder is never
homogeneous. Droplets of fuel continue to evaporate even
during the suction and exhaust strokes.
• Therefore the process of formation of mixture is very
important for SI for the engine to operate efficiently under all
operating conditions.

Carburetion
• The process of preparation of mixture of

atomized fuel and air before entering to the
cylinder is called carburetion.
• The device which supplies the metered spray

of fuel mixed with correct amount of air for
efficient combustion in cylinder at all
operating conditions is called carburettor.
Induction System (Fuel Feeding) for S.I.
Engines

Induction System (Fuel Feeding) for S.I.
Engines
• Induction System is to supply partly vaporized
mixture of fuel and air to various cylinders of
the engine.
• It consists of supply of fuel from fuel tank and
air from surroundings to carburettor in which
the fuel is partially evaporated (atomised).
• The partly evaporated fuel and air mixture
from carburettor is carried through a pipe line,
called intake manifolds, to the engine cylinder.

Factors Affecting Carburetion
(1) Speed:
 The time available for formation of mixture by the
carburettor is greatly affected by the speed of the engine.
 If an engine runs at 5000 rpm, the time available for the
process of carburetion is in the range of 0.0075 to 0.01
seconds.
 In such a short period, the fuel is required to be atomised,
mixed with air, vaporized and to be inducted into the engine
cylinder.
 So, the design of a carburettor becomes important to

accomplish the above processes in such a short period,
particularly, with regard to design of its venturi.

(2) Temperature of inlet air:
• Higher the surrounding air temperature, higher the
vaporization of fuel and homogeneity of mixture.
• However increased temperatures reduce the
volumetric efficiency, hence, the power output.
(3) Volatility of fuel:
• Complete vaporization could be achieved by
using highly volatile fuels, which are expensive to
produce, or by using heat in intake manifolds to
promote vaporization.

• However, excessive vaporization of fuel decreases the

efficiency and reduces the power output of the engine.
(4) Design of intake manifolds:

• When the multicylinder engines receive a partially
vaporized mixture of fuel and air, each cylinder does
not receive the same amount of fuel.
• Therefore, the design of intake manifolds becomes
essential to ensure proper distribution of fuel.

Mixture Requirements:
• Petrol fuel used in SI engine is mainly octane (C8 H18)

for which the chemically correct or stoichiometric
mixture of air-fuel ratio is 15.12 : 1 by mass
approximately. This mixture gives most rapid
combustion of fuel, almost the great power and
reasonable economy of fuel.
• Rich mixtures give more power in the ratio of 11: 1 to
15: 1 of air and fuel and or lean mixtures of about 16 to
18 : 1 gives better fuel economy.
• Rich mixtures having A.F. ratio below 11: 1 and lean
mixtures above 20: 1 cannot burnt effectively.

Mixture Requirements at Variable Loads and
Speeds
• The function of carburettor is to form a homogeneous mixture of very fine

liquid fuel particles and air in desired proportions (A.F. ratio 11 to 18 : 1),
under unsteady conditions such as sudden throttle opening and closing,
acceleration and deceleration, at various loads on the engine, starting,
idling and initiate maximum power.
• The carburettor must provide a different proportion of fuel and air for
various conditions of running of the engine.
• The various requirements of S I engine are:

(a) Maximum power.
(b) Minimum specific fuel consumption or maximum economy.
(c) Starting, idling and low load running.
(d) Acceleration.
(e) Part load running range-cruising.

Speeds
Fig. Effective throttle opening (%) air-fuel ratio requirements

Speeds
• (1) The maximum power: would be

obtained if all the oxygen present in the
cylinder is utilized.
• Practically the mixture of fuel and vapour
is never homogeneous and it further
diluted by the residual gases.
• It is possible that some parts of the oxygen
present in the cylinder may not find fuel
for burning due to non-homogeneity of
mixture though the mixture supplied is
chemically correct.
• It reduces the power developed by the
engine.
• Therefore a little rich mixture of r-l ratio
12.5 to 13.5: 1 (approximately) is
necessary to ensure that all the oxygen
present is fully utilized and such a mixture
will give maximum combustion
temperatures and power . (Refer Fig.)
Fig. Effect of air-fuel ratio on power
output and efficiency at full throttle
02/02/22 and constant speed
Prof. Yogesh Sonawane(9975708447)
Speeds
(2) Maximum Economy of Fuel:

• For the maximum economy of fuel
consumption it is necessary that
all the fuel present in the cylinder
is burnt completely.
• To ensure the effective burning of
fuel it is necessary that a little
excess air is required to be
supplied to ensure complete
combustion.
• It is observed that air-fuel ratios
in the range of 16.5 to 17.5 1
gives maximum economy of fuel
i.e. it gives minimum specific fuel
consumption Fig. : Effect of air-fuel ratio on specific
fuel consumption at various throttle
openings
Speeds
(3) Starting, Idling and Low Load Running:

• The engine is said to idle when no external load is applied on the engine and at the
throttle valve is almost closed.
• Under idling conditions the power developed by the engine is just sufficient to
overcome the various friction losses of the engine.
• Low load running is usually taken in the range of zero to 20% of the rated power the
engine.
• At the time of starting and idling the engine, the working temperatures are low
Therefore, the carburettor is not able to vaporize the fuel and the mixture reaching
the cylinder is lean. This may lead to non-initiation of combustion in the cylinder.
• To ensure minimum fuel vapour in the cylinder rich mixtures are necessary to initiate
the combustion.
• Under the conditions of idling and low load running the throttle valve almost closed
due to which the pressures in the intake manifolds are much lower than
atmospheric pressure while the pressure inside the cylinder is approximately
atmospheric pressure at the end of exhaust stroke.
• When the inlet valve opens during the suction stroke, there may be back flow of
residual gases into the intake manifold.
Speeds
• When the piston moves outwards, the residual gases are

drawn along with the fresh charge. Therefore the actual
mixture inside the cylinder would contain large percentage
of residual gases in the fresh charge i.e. the cylinder mixture
is too diluted and it is at low temperatures. This diluted
mixture is not able to initiate proper combustion.
• In order to offset the dilution of fresh charge due to residual
gases and low temperatures, it is necessary to supply rich
mixtures during starting, idling and low load running of
engines.
• Usual air-fuel ratio requirements is about 11 to 12: 1 as
represented by the curve (a-b) in Fig.

Speeds
(4) Acceleration:
• Under normal running of engine the fuel that leaves the carburettor is not
completely vaporized and a part of the liquid remains in the intake manifolds as
liquid film because the liquid particles have larger inertia compared to vaporized
fuel.
• It does not create any problems under steady state running of engine since the fuel
of previous stroke in the intake manifolds vaporizes and supplied to the engine in
the subsequent stroke.
• When the engine is to be accelerated suddenly by opening the throttle valve, the
liquid fuel lags behind in the intake manifolds due to its large inertia. As a result
the mixture of fuel and air reaching the cylinder is lean due to instant opening of
throttle valve which is contrary to the requirement of rich mixture during
acceleration.
• In order to compensate this ill effect and to provide the needed rich mixtures during
acceleration, a suitable mechanism called acceleration pump is provided in the
carburettors.

Speeds
(5) Part Load Running - Cruising Range:

• Curve (b-c) of shows the part load running of engine which is in the
range of 20 to 75% of rated power.
• As the load on the engine is increased beyond 20% of load, the
throttle valve is opened gradually with the increase in load. It
reduces the inlet pressure and the problem of dilution of fresh
charge by the residual gases is also reduced.
• The air-fuel ratio increases and it ensures economical running of the
engine.
• Usually air-fuel ratio of about 17 : 1 is kept in cruising range for a
single cylinder engine and slightly rich mixtures with air-fuel ratio
16: 1 in case of multicylinder engines.

Requirements of a Good Carburettor
(a) To meter the liquid fuel so as to produce the required air-fuel ratios at all
operating conditions like during idling, low load running, cruising range
and maximum power range.
(b) To provide energy to be supplied to change the fuel from liquid to vapour
state since the fuel in liquid form or drops will not burn efficiently in an
engine.
(c) To prepare the homogeneous mixture of fuel and air as far as possible.
(d) To provide rich mixtures for ease of starting the engine.
(e) To provide the required rich mixture during acceleration.

Simple Carburettor

Simple Carburettor
• It consists of a float in float chamber, venturi and the main fuel jet.
• Float chamber is open to atmosphere so pressure in float chamber is
atmospheric pressure.
• Fuel is supplied to the float chamber through strainer from fuel tank
with the help of fuel pump.
• The jet tube consists of main nozzle to which fuel is supplied from the
float chamber through a main fuel jet.
• The suction of the engine draws air through the choke tube and passes
through the venturi. Since the area of cross-section at the throat of
venturi reduces, the pressure at the main nozzle reduces and the
velocity of air increases.
• Due to pressure differential caused at the main nozzle and the
pressure in the float chamber, the fuel from float chamber is supplied
to the main nozzle which mixes with the incoming air.

Simple Carburettor
• The velocity of air past the venturi vaporizes the petrol fuel
partially which is then evaporated by the heat in the intake
manifolds and the cylinder walls.
• A petrol engine is quantity governed. It means that the
amount of charge delivered- is according to power delivered
by the engine at a particular speed. This is achieved by a
throttle valve of butterfly type.
• When the throttle valve opens, more air flows through the
venturi tube and more quantity of fuel and air is delivered to
the engine, therefore, engine develops more power.
• When the throttle valve closes, reverse is the action.

Simple Carburettor
Nozzle lip (h)
• The pressure at the throat under fully open throttle
condition lies between 4 to 6 mm of Hg below
atmospheric.
• In order to avoid overflow of the fuel from nozzle, the
main nozzle tip is kept slightly higher than the level of
fuel in float chamber.
• The difference of level of tip of main nozzle and fuel
level in float chamber is called nozzle lip.
• If h is the nozzle lip and (Δp)a is the pressure drop due
to flow of air, then the pressure drop available for flow
of fuel will be,

Drawbacks of a simple Carburettor
1. It provides increasing richness of A/F mixture as

the speed of the engine increases because as the
throttle valve is opened gradually, the pressure the
venturi throat decreases, which decreases density
of air with increase in its velocity. Whereas, the
quantity of fuel flow remains constant. Therefore,
A/F ratio decreases with increase in speed of
engine.
2. If the speed is too low, we get very lean mixtures
which may not be sufficient ignite the mixture.
Modifications of Simple Carburettor

1) Starting Choke:
 Rich mixture is required at the time of starting of the
engine due to cold conditions of the engine.
 A butterfly valve called choke is incorporated before the
venturi for this purpose.
 At the time of cold starting of the engine the choke is
almost closed and It lowers the pressure at the venturi.
 This large pressure drop between the pressure in the
float chamber and at the venturi increases the mass flow
rate of fuel thereby ensuring that a very rich mixture is
supplied to the engine.
2) Metering and Idling System
 Idling of the engine means no load running of the engine which requires a rich mixture.
 At no load, the throttle valve is almost closed and due to this the airflow through the
venturi is greatly reduced.
 The pressure drop at the venturi is very low and the main jet is not able to supply any
fuel.
 In order to supply rich mixture an idling circuit is introduced in the carburettor, located
below the throttle valve.
 The low pressure existing in the intake manifolds past the throttle valve allows the fuel
to be supplied from the float chamber through the idle jet thereby enriching the mixture
of fuel and air.
 The air-fuel mixture discharged into the air stream past the throttle valve is controlled by
the idling adjustment screw.
 Air bleeds prevent the fuel to be supplied from the float chamber when the engine is
shut-off.
 At part load running the idle jet becomes ineffective.

Arrangement of Acceleration Condition

(3) Acceleration:
 Simple carburettor is not able to supply the required mixture
momentarily due to inertia of liquid fuel particles when the engine is
to be accelerated by opening the throttle valve suddenly.
 To overcome this problem an accelerating pump is used.
 It consists of a piston-cylinder arrangement with a ball valve in the

cylinder and a spring.
 The piston is forced downwards into cylinder simultaneously when
the throttle valve is opened. This forces the extra petrol fuel into the
venturi and the amount of fuel is controlled by metering orifice. This
way it supplies rich mixture temporarily. The piston is raised again
due to the spring force when the throttle valve is again partly closed.

Part load running-metering pin method

(4) Part Load Running-Economic Range
(Metering Pin Method)
 A simple carburettor supplies rich mixture when the
engine speed increases, in the range of 20 to 75% load.
 In order to run the engine under maximum economy, a
metering pin in the main metering orifice is provided.
 The movement of the pin rod in the metering orifice is
controlled by a control lever by changing the coefficient
of discharge and area of flow of fuel into the main jet.
 It controls the supply of fuel flow into the venturi
according to the load on the engine.

Compensating Devices
A simple carburettor supplies rich mixture
with increase in speed.
A carburettor is also required to supply nearly
constant A/F ratio over wide range of speed
and load for its economic operation.
Air-fuel ratio can be maintained either by
increasing the supply of air or by supplying
less fuel with increase in speed.
The devices used for maintenance of constant
A/F ratio are called compensating devices.

(I) Compensating jet method:

(ii) Auxiliary air valve method:

(iii) Auxiliary port method:

Classification of Carburetors
Depending upon working Construction
• Constant Choke Carburetor – Choke area is const,
Pressure diff varied by venturies like Solex, Carter
• Constant Vacuum Carburetor – Choke area is varied
and depression/vacuum is kept constant;
SU Carburetor
Depending upon direction of Airflow

• Up Draught Carburetor
• Down Draught Carburetor
• Side/Horizontal/Cross Draught Carburetor

Types of Carburettors:
Depending upon the direction of air and fuel flow, the carburettors are
classified as:
(a) Updraught carburettors
(b) Downdraught carburettors
(c) Side draught or horizontal carburettors.

Analysis of a single jet Carburettor











Automobile Carburettors:
(Solex Carburettor)

(Carter Carburettor)

(S. U. Carburettor)

Problems in Carburettors
 Ice Formation: During atomization and vaporization process of fuel
at the venturi, it takes its latent heat of vaporization from the
incoming air. It lowers the temperature of mixture of fuel and air.
In case its temperature becomes lower than the dew point of water
vapour associated with air, it may result into formation of ice on the
throttle plate.
 Vapour Lock: The vaporization of fuel may be caused due to high
volatility of fuel or heating of incoming air to avoid ice formation or
due to heating of fuel pipes being too near the engine. In case the
fuel pipe is small in cross-section and the amount of fuel drawn is
large, the resulting high velocity of fuel will cause a considerable
pressure drop in line and a vacuum.
This may cause the formation of vapour bubbles at the highest point
of a tube bend and interrupt the gasoline flow from the fuel tank or
fuel pump.

Mechanical Fuel Pump for SI Engines

Electrical Fuel Pump

Drawbacks of Carburettor System
(1) Problem of ice formation at low temperatures.

(2) Non-supply of exact A.F ratio at all loads.
(3) Distribution of mixture is non-uniform to cylinders in case of
multicylinder engines due to resistance to mixture flow in unequal
length of intake manifolds.
(4) Economy of fuel is affected during idling and low load running of
the engine.
(5) It limits the use of compression ratio.
(6) Possibility of back firing at low speeds particularly in multi-
cylinder engines.
A gasoline injection system eliminates most of the above drawbacks of

a carburettor

Classification of Fuel Injection Systems

Continuous Injection System

M.P.F.I. System

D-M.P.F.I. System

L-M.P.F.I. System

Components of M.P.F.I. System

Advantages of M.P.F.I. System
1 . More uniform A.F mixture will be supplied to each cylinder.

2. No need to crank the engine twice or thrice in case of cold starting as
happens in the carburettor system.
3. Provides immediate response in case of sudden
acceleration/deceleration.
4. Since the engine is controlled by ECU (Engine Control Unit), more
accurate amount of A.F mixture will be supplied and as a result
complete combustion will take/place.
5 . Power developed by the engine is better compared to carburetion
system.
6. Specific fuel consumption is low and mileage of the vehicle
improves.

Combustion in SI Engines
 The combustion is defined as the rapid and high
temperature oxidation of fuel with liberation of heat
energy.
 When a mixture is ignited by spark plug, it develops a
flame defined as gas rendered luminous by liberation of
chemical energy, which starts from the point of ignition
and spreads continuously in outward direction.
 If the flame travels from the point of ignition up to the
end of combustion chamber without any change in speed
and shape, the combustion is said to be normal
combustion.
 In case of normal combustion the forward boundary of
reaction zone of a flame is called flame front.
 Frame Front is defined as the surface or area between
the luminous region and the dark region of the
unburned charge.
 If the mixture of fuel and air ignites prior to reaching
the flame front, this phenomenon of combustion is
called auto-ignition.
 The temperature at which the fuel will ignite itself
without a flame is called self ignition temperature
(S.I.T.).
 The velocity of flame by which it moves in space is
called spatial velocity which depends upon the shape
and size of the combustion chamber.
 Frame Front is defined as the surface or area between
the luminous region and the dark region of the
unburned charge.
 If the mixture of fuel and air ignites prior to reaching
the flame front, this phenomenon of combustion is
called auto-ignition.
 The temperature at which the fuel will ignite itself
without a flame is called self ignition temperature
(S.I.T.).
 The velocity of flame by which it moves in space is
called spatial velocity which depends upon the shape
and size of the combustion chamber.
Combustion Stages in SI Engines

Combustion Stages in SI Engines
 Curve ABMN represents the motoring curve i.e. when
the engine is not firing and ABCD represents the actual
combustion curve.
 Point A represents the point of ignition where the spark is
supplied by a spark plug.
 The crank angle before T.D. C. at the instant spark is
given is called angle of spark advance.
 Three stages of combustion are as follows:
1 . Period of ignition lag or preparation phase
2. Flame propagation phase
3. After burning or flame termination phase.

Effect of Engine Variables on Ignition
Lag
 Pressure and temperature
 Compression ratio
 The residual gases in the combustion chamber
 Nature of fuel
 Mixture strength
 Speed

Effect of Engine Variables on Flame
Prorogation
(i) Compression ratio

(ii) Intake or suction pressure
(iii)Intake temperature
(iv) Air-fuel ratio:
Detonation in SI Engines

Detonation in SI Engines
• The pressure wave is reflected back and forth
several times by the cylinder walls and sets
the engine parts vibrating, giving rise to a
pinging or ringing sound and termed as
detonation
• The detonation will take place in case of S.I.
engines if:
(a) End part of the charge reaches to its self
ignition temperature and its delay period is
over.
(b) The flame does not reach the end part of
the charge.
Effect of Detonation in SI Engines
1. Mechanical failure like erosion of piston crown, pitting of cylinder
head and valves etc.
2. Local melting of piston and rings Because of high temperature gases
produced compared to normal combustion.
3. Overheating of spark plug due to violent gas vibrations, increases its
temperature to a great extent.
4. In case of detonating engine the power output and its thermal
efficiency decreases.
6. Pre-ignition: Due to high rate of heat transfer and increased
temperature of hot gases, it may cause local heating at certain spots
in the combustion chamber and especially the spark plug may
become red hot. In such a case it will act as ignition source to ignite
the mixture of fuel and air before the supply of spark, thus causing
pre-ignition. This pre-ignition may lead to auto-ignition and
detonation of the engine causing severe damage to the engine before
the pre-ignition is detected.

Effect of Engine Variables on Detonation in SI
Engines
The engine variables which tend to increase the ignition lag and increase the flame
speeds would tend to reduce the detonation tendency.
1 . Intake temperature: increases the detonation tendency.
2. Intake pressure: reduces the delay period but increases the flame speed. The overall
effect is to increase the detonation tendency.
3. Compression ratio: By increasing CR, tendency to detonation increases.
4. Engine load: The increased loads increases the detonation tendency of the engine.
5. Engine speed: Increased speed of the engine reduces the detonation tendency.
6. Air-fuel ratio: The effect of slightly rich mixtures on delay period is more dominant
compared to flame speeds due to which the detonation tendency increases.
7. Engine size : The larger engines have more tendency to detonate compared to
smaller engines.
8. Combustion chamber design: More the compact combustion chambers, shorter will
be flame travel and combustion time, hence, it will give better anti-knock
characteristics. The combustion chamber are designed nearer to spherical shape.

Effect of Engine Variables on Detonation in SI
Engines

Combustion Chambers for S I Engines
Factors to be considered while designing the combustion chambers of SI engines:

1 . The length of flame travel from, the spark plug to the farthest point should be kept
minimum to avoid detonation problem.
2. The spark plugs are located at the central location or in some cases dual spark plugs
are used.
3. The shape of combustion chambers should be as far as possible spherical to reduce
the length of flame travel.
4. To achieve high speed of flame propagation, an adequate amount of turbulence is
ensured.
5. It should provide large area to the inlet and exhaust valves with ample clearance
around the valve head.
5 . Exhaust valves should not be located near the end gas location of combustion
chamber to reduce the possibility of detonation since these valves are hottest spot
in the combustion chamber.
9. Thickness of cylinder walls should be uniform to avoid non-uniform expansion.

Types of Combustion Chambers for S I Engines
• T-Head Combustion • L-Head or Side Valve

Chamber : Combustion Chamber:

• Ricardo Turbulent • Bath Tub Combustion

Combustion Chamber: Chamber:

• Wedge Head • F-Head Combustion

Combustion Chamber Chamber

Unit II Agashe

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UNIT II

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

• The process of preparation of mixture of

• The device which supplies the metered spray

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

 So, the design of a carburettor becomes important to

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

• However, excessive vaporization of fuel decreases the

(4) Design of intake manifolds:

02/02/22 Prof. Yogesh Sonawane(9975708447)

• Petrol fuel used in SI engine is mainly octane (C8 H18)

02/02/22 Prof. Yogesh Sonawane(9975708447)

• The function of carburettor is to form a homogeneous mixture of very fine

• The various requirements of S I engine are:

02/02/22 Prof. Yogesh Sonawane(9975708447)

Fig. Effective throttle opening (%) air-fuel ratio requirements

• (1) The maximum power: would be

(2) Maximum Economy of Fuel:

(3) Starting, Idling and Low Load Running:

• When the piston moves outwards, the residual gases are

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

(5) Part Load Running - Cruising Range:

02/02/22 Prof. Yogesh Sonawane(9975708447)

(d) To provide rich mixtures for ease of starting the engine.

(e) To provide the required rich mixture during acceleration.

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

1. It provides increasing richness of A/F mixture as

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

Arrangement of Acceleration Condition

 To overcome this problem an accelerating pump is used.

 It consists of a piston-cylinder arrangement with a ball valve in the

02/02/22 Prof. Yogesh Sonawane(9975708447)

Part load running-metering pin method

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

Depending upon direction of Airflow

• Down Draught Carburetor

• Side/Horizontal/Cross Draught Carburetor

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)

02/02/22 Prof. Yogesh Sonawane(9975708447)