This document describes a fuel theft prevention system developed by students at Dayananda Sagar College of Engineering. It includes designs for a locking fuel cock made of aluminum alloy to replace the standard fuel taps on motorbikes. A solenoid valve is used to open and close the fuel cock electrically based on signals from an ignition switch and handlebar switch. The device was prototyped using CNC machining and tested for effectiveness in preventing fuel theft and maintaining suitable fuel flow rates when activated properly. The document outlines the system design, fabrication, testing process, and discusses the scope for mass production.
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Fuel theft prevention system
1. DAYANANDA SAGAR COLLEGE OF ENGINEERING
FUEL THEFT PREVENTION
SYSTEM
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TABLE OF CONTENT
Chapter 1 Introduction.................................................................................................................. 4
1.1 Introduction to Fuel cocks.................................................................................................... 5
1.2 History of Fuel cocks ........................................................................................................... 6
1.3 Objective of project.............................................................................................................. 7
1.4 Idea....................................................................................................................................... 7
1.5 Working principle ................................................................................................................ 7
Chapter 2 Survey ........................................................................................................................... 9
2.1 Survey of existing product in market................................................................................... 9
. 2.1.1 Existing product breakup....................................................................................... 10
2.2 Market survey of various fuel cocks.................................................................................. 11
2.2.1: Market Survey Conclusion........................................................................................ 11
Chapter 3 Fuel theft process in two wheelers............................................................................. 12
Chapter 4 Design......................................................................................................................... 13
4.2.1 Properties of selected material Alhe30........................................................................ 15
4.2.2 Chemical Testing on the selected material [AL HE-30]............................................. 16
4.3 Design of Work piece ........................................................................................................ 17
4.3.1 Design of top profile.................................................................................................... 18
4.3.2 Design of front profile ............................................................................................ 19
4.3.3 Design of Side profile.................................................................................................. 20
Chapter 5 Solenoid...................................................................................................................... 21
5.1 Solenoid Valve................................................................................................................... 21
5.2 Basic working of Solenoid................................................................................................. 22
5.3 Types of Solenoids............................................................................................................. 23
5.4.1 Selected Solenoid Specification .................................................................................. 24
5.5 Solenoid Manufacturer....................................................................................................... 25
5.6 Solenoid Breakup............................................................................................................... 25
Chapter 6 Fabrication............................................................................................................... 27
6.1 Computer Numeric Control (CNC) machine..................................................................... 27
6.1.1 Vertical Milling Machine .......................................................................................... 27
6.1.2 Digital readout Drilling machine- ............................................................................. 27
6.2 Parts of a CNC Machine .................................................................................................... 28
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6.2.1 Machine Control Unit (MCU)..................................................................................... 28
6.2.2 Tool changer................................................................................................................ 28
6.2.3 Tool Holder and Machine Tool ................................................................................... 29
6.2.4 Workbench................................................................................................................... 29
6.2.5 Cutting fluid................................................................................................................. 30
6.3 Machining Processes.......................................................................................................... 30
6.4 Mating of the work piece with the Solenoid...................................................................... 31
6.4.1 External Threading on the Solenoid............................................................................ 31
6.4.2 Internal Threading on Work piece............................................................................ 32
Chapter 6 Electricals System....................................................................................................... 33
6.1 Electrical Specifications Sheet........................................................................................... 33
6.2 Wiring Diagram ................................................................................................................. 34
6.3.1 Ignition Switch................................................................................................................ 34
6.4 Handle bar switch............................................................................................................... 35
Chapter 7 Testing & Observations............................................................................................ 36
7.1 Dry testing.......................................................................................................................... 36
7.2 Testing with Petrol (Wet testing)....................................................................................... 37
7.3 Flow rate testing................................................................................................................. 38
7.3.1 Flow rate test results.................................................................................................... 39
7.4 Precautions ......................................................................................................................... 40
Chapter 8 Scope for mass production & Cost report.................................................................. 41
8.1 Rising demand for two wheelers in India .......................................................................... 41
8.3 Cost of Prototype................................................................................................................ 42
8.4. Cost of Project................................................................................................................... 43
8.5 Scope for future modifications........................................................................................... 44
Chapter 9 Conclusion & Bibliography ....................................................................................... 45
9.1 Conclusion.......................................................................................................................... 45
BIBLIOGRAPHY.................................................................................................................... 46
TABLE OF FIGURES
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Table 1: Market Survey of various Fuel Taps..........................................................11
Table 2: Properties of Aluminium.............................................................................14
Table 3 : Chemical Test Result .................................................................................16
Table 4 : Specification Sheet.....................................................................................24
Table 5 : Electricals Used..........................................................................................33
Table 6 : Flow Rate Test Result................................................................................39
Table 7 : Market research of 2-wheelers manufacturing companies........................41
Table 8 : Cost of Prototype .......................................................................................42
Table 9 : Cost of Raw Materials Used ......................................................................43
Table 10 : Cost of Project..........................................................................................44
Chapter 1 Introduction
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1.1 Introduction to Fuel cocks
Fuel cocks are a very important part in a vehicle. The fuel cock determines the flow of fuel from the fuel
tank to the Engine via the carburettor/MPFI. A fuel cock avoids the flooding of the carburettor/MPFI of a
vehicle. It also gives a sense of how much fuel is present in the tank courtesy the Reserve option. Though
the exact amount of fuel cannot be accurately determined due to which a fuel gauge has become a regular
feature in almost all the bike now-a-days. It consists of a dial which is driven by a sensor inside the tank.
Even this cannot give accurate reading even though it costs @ Rs. 900/- for the sensor and the dial costs
Rs.1200/-. Over a period of time, this gauge fails due to a variety of reasons, including the failure of the
sensor inside the tank.
Costing anywhere between Rs.125/- to Rs.250/- for an original fuel cock, it gives us a control of the flow
of the fuel from the tank to the engine. When a vehicle is stationary, there is no point in having the engine
running. If the engine is not running, there is no point in fuel flowing from the tank to the engine! A knob
is provided in the fuel cock which can be turned to “OFF” state so that the fuel does not flow to the
engine. When the level of the fuel has dropped beyond a certain level wherein it becomes important to fill
up the tank, the engine stalls! This is because While in “ON” state, No more fuel can pass into the engine.
There is fuel existing in the tank, but as no fuel flows into the engine, the vehicle tends to stall. The knob
of the fuel cock has to be turned to the “Reserve” state so that the remaining fuel can now pass. Ideally, a
person should have the tank filled up so that there may not be a “DRY FUEL TANK” condition. A
person needs to physically bring his hand below the fuel tank to change over the position of the knob.
This may become a dangerous proposition when the vehicle is “running” and a switch over from “ON” to
“RESERVE” has to be made while the vehicle is in “running” condition.
These Fuel cocks cannot be operational in cars because of the remoteness of the fuel tank. Also,
these fuel cocks can operate only where there is gravity flow of petrol. Another aspect is the ease with
which fuel can be pilfered out. One just has to bring a bottle, remove the pipe from the carburettor, turn
the knob to desired state and remove as much petrol as he desires. Fuel being a costly commodity surely
needs protection. If fuel can be robbed so easily, these fuel cocks will need more security. A lot of
companies have introduced a set of key operated fuel cocks where the knob is operable by means of a key
which shall have to be positioned as the knob is positioned. More the number of keys more are the
chances of a person forgetting. Since the fuel cock key has to be separate from the vehicle key because
the fuel line is away from the front panel instrument cluster, it becomes a second set of keys which a
person shall need to carry and take care of.
A new version of fuel cock’s more commonly seen in vehicles like TVS Scooty pep, Honda Activa etc.
exists which does have a kind of automation. The fuel cock
Employed does have an advantage here as fuel pilferage is very difficult in these vehicles as the seat also
acts as a locking mechanism. Moreover, there is no fuel line visible fuel line coming out of the vehicle
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which can be tampered with. This kind of a fuel cock is available in the market, though not readily,
costing Rs.232/-. This fuel cock has its own disadvantage as it does not have a reserve option.
The “Fuel theft prevention system” is an attempt to improvise the existing Fuel Cock concept and achieve
automation in the Valve control. It also attempts to provide a “Pilfer proof” mechanism so that an
important and costly commodity “Petrol” is not robbed from the vehicle.
1.2 History of Fuel cocks
Older motorcycles have a fuel petcock valve mounted on or nearby the fuel tank to control the supply of
gasoline.
In the United Kingdom it is known as a petrol tap. Meriden Triumph Bonneville’s have two petrol taps,
one on each side of the tank.
The petcock typically has three positions: '''on''', '''off''', and '''reserve'''. The reserve position accesses the
bottom portion of the fuel tank. Its functionality is especially useful on older or more basic motorcycles,
which may not possess a fuel gauge. Many motorcycles now have an automatic, vacuum operated,
petcock, with '''on''' and '''reserve''' as well as sometimes a '''prime''' position, which bypasses the vacuum
operation and allows fuel to flow to the carburettor without the engine turning over. Another common
option is to have a vacuum operated petcock with no reserve, and instead use a sensor in the tank to turn a
light on when low on fuel. In most cases these will not have an '''off''' option either, and the petcock will
be entirely transparent to the rider and not accessible without removing the fuel tank.
When operating a motorcycle the fuel management process often proceeds as follows: when regarding
vintage motorcycles, the petcock is set to the off position when the motorcycle is not being operated. This
is to eliminate fuel overflow and leakage via the carburettor. Before starting the engine the petcock is
turned to the '''on''' position in order to provide gasoline to the fuel delivery system.
While operating the engine there will reach a point at which fuel consumption causes the level of gasoline
in the fuel tank to fall below that which can be accessed by the petcock in the '''on''' position. At that time
continued operation of the engine can be maintained. This operation is achieved by accessing the
remaining fuel in the fuel tank via rotating the valve in the petcock to the '''reserve''' position
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1.3 Objective of project
The main objective of the project is the Automation of the Fuel Control knob by integrating Liquid
Petroleum gas Solenoids used in Cars to restrict humans from operating it in the parked condition.
Attention was mainly given in the design of the work piece and its integration with the solenoids. The
functioning of these Solenoids is connected directly to the Vehicle ignition.
The secondary aim is to provide a Toggle switch with LED on the Handle bar assembly of a motorcycle
for easy change between the “main” and the “reserve”.
1.4 Idea
The “fuel theft prevention system” is based on two solenoid valves; in parallel; connected to the
fuel tank by a differential levelled piping system. The piping system also provides the primary filtering.
Every vehicle has a magneto which is the standard power generation unit of a vehicle. The Magneto is a
simple dynamo which is driven by the engine. Whenever the crank rotates; the rotor of the magneto
rotates thereby giving a power supply.
The Power generated in the magneto is AC which is smoothened to DC using a Bridge rectifier
circuit for ensuring higher values of current as against the other methods of rectification. There is no
precise voltage or current which is required by the Bobins thought there is a lower cut-off of 9V below
which the solenoid will fail to function. The Magneto’s are designed to provide a standard 12 V supply. A
higher voltage will only enhance the performance of the Solenoid. The rectified power to the valve is
given through a “Toggle Switch” which ‘Toggle’s’ between Main/Reserve. The condition of the engine is
directly proportional to the operation of the valve. When the engine is in ON state, the Valve
Main/Reserve will be ON; In OFF state, neither of the valve’s will be ON. The toggle switch ensures that
only one of the two valves operates at any given time.
1.5 Working principle
After the Valve has been fit to the vehicle,
all wiring done, one has to just start the
vehicle to enable the opening of the valve.
There is no need of any intervention like
pushing a switch etc. of the user of the
vehicle to operate the valve. The user’s only
intervention is required when pushing the
Figure 1 Working of solenoid valve
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toggle switch whenever the fuel level has dropped below the Main Level.
When the solenoid valve gets energized, the Plunger/Ball is attracted to the core-pin and is displaced
from the position of rest of the plunger which is a NC (Normally Closed) position.
When the Plunger/Ball gets displaced, the sealing between the inlet/outlet is disrupted and fuel flows
through the valve to the outlet and ultimately to the engine through carburettor or MPFI.
The fall in the level would mean that the vehicle would stall as the engine goes dry.
Now the Toggle switch may be pushed to the Reserve position, where the Reserve valve will open,
supplying the engine with fuel available in the Reserve of the tank.
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Chapter 2 Survey
2.1 Survey of existing product in market
The Bajaj pulsar fuel tap is the standard product available in the market for all pulsar motorbikes. In our
project we have considered this type of standard fuel tap as the sample specimen for our design
requirements.
Costing anywhere between Rs.125/- to Rs.250/- for an original fuel cock, it gives us a control of the flow
of the fuel from the tank to the engine. When a vehicle is stationary, there is no point in having the engine
running. If the engine is not running, there is no point in fuel flowing from the tank to the engine! A knob
is provided in the fuel cock which can be turned to “OFF” state so that the fuel does not flow to the
engine. When the level of the fuel has dropped beyond a certain level wherein it becomes important to fill
up the tank, the engine stalls! This is because While in “ON” state, No more fuel can pass into the engine.
There is fuel existing in the tank,
But as no fuel flows into the engine, the vehicle tends to stall. The knob of the fuel cock has to be turned
to the “Reserve” state so that the remaining fuel can now pass.
Ideally, a person should have the tank filled up so that there may not be a “DRY FUEL TANK”
condition. A person needs to physically bring his hand below the fuel
Main Fuel
Line
Reserve
Fuel Line
Fuel outlet
Fuel
Control
Knob
Figure 2 : Bajaj pulsar 180 fuel tap
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Tank to change over the position of the knob. This may become a dangerous proposition when the vehicle
is “running” and a switch over from “ON” to “RESERVE” has to be made while the vehicle is in
“running” condition
. 2.1.1 Existing product breakup
Figure 3: Bajaj pulsar 180 Fuel tap Breakup
The components of the selected sample product are:
1. Main Line – The plastic pipe having a mesh (filter) through with the fuel passes when the
knob is in ‘ON’ mode.
2. Reserve line - The plastic pipe having a mesh (filter) through with the fuel passes when the
knob is in ‘RESERVE’ mode.
3. Fuel Outlet – This is a brass pipe outlet from the fuel tap which connects to the
carburettor. It is observed to have an orifice diameter of 3.0 mm.
4. Fuel Control Knob – This knob is responsible for the changing between the main and the
reserve fuel line. This also has an ‘OFF’ feature which prevents the fuel to enter the
carburettor.
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2.2 Market survey of various fuel cocks
Table 1: Market Survey of various Fuel Taps
2.2.1: Market Survey Conclusion
The brands considered for the survey where Bajaj Pulsar, TVS victor, Hero Honda CD100,
Pricol (Automatic).
It was observed that manufactures have various outlet orifice diameters which also have a role
to play in mileage.
Hero Honda CD100 is seen to have the highest mileage & the smallest Orifice diameter.
Standard Material used is Mild steel/Aluminium body, Brass pipe and Rubber. Some
alterations were seen depending on the cost of the bike.
PARAMETER BAJAJ
PULSAR
HERO
HONDA
(CD100)
TVS VICTOR PRICOL
AUTOMATIC
141001 660105 UCAL Scooty AF Cock
Assembly
FILTERING 2 Level 1 Level 2 Level Filtering inside
the tank no secondary
Filtering
INLET
DIAMETER
Φ4 Φ4.5 Φ5.3 Φ7
OUTER
DIAMETER
Φ4 Φ2.8 Φ4.0 Φ3.5
PORTSEALING Metal Disc/
Rubber
Metal
Disc/Rubber
Metal Disc/
Rubber
Rubber Diaphragm With
Projection onto
flat metal Surface
MATERIAL Al/Rubber Al/Rubber Al/Rubber Al/Rubber
FITMENT 2 Bolts to tank 2 Bolts to tank 2 Bolts to tank Single Bolt
FLOW RATE 15 -30 Lit/Hr. 15 –30 Lit/Hr. 15 -30 Lit/Hr. 15 -30 Lit/Hr.
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Chapter 3 Fuel theft process in two wheelers
Figure 4 : Fuel theft Process
Most of the lower end bikes in India are susceptible to fuel theft. An average fuel tank contains
approximately Rs1000-1200 worth of fuel.
This makes it very important for the manufacture’s to safeguard this aspect.
The simple fuel theft process is illustrated above in 2 steps with just a pair of scissors and bottle.
STEP 1
Disconnect/Cut the pipe from the fuel tap to the carburettor and suck the fuel till it flows. Make
sure the fuel tap is in the “ON” or “RESERVE” mode.
STEP 2
Place the pipe in the bottle till enough fuel is siphoned. Put the pipe back to the carburettor.
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Chapter 4 Design
4.1 Assembly Overview
Figure 6: Front View
Figure 5 : Side View
Figure 7 : Top View Figure 8 : Isometric View
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4.2 Material Selection for work piece
Figure 9 : Aluminium HE-30 block
Diameter/Width 0.2% Proof Tensile Elongation
< 19.99mm 250 MP 295 MP 8% (A)
20 - 149.9mm 260 MP 310 MP 8% (A)
150 - 199.9mm 240 MP 280 MP 6% (A)
200 - 250.0mm 200 MP 270 MP 6% (A)
Table 2: Properties of Aluminium
Material selected – Aluminium alloy
Grade selected: - HE-30
Reasons for selection-:-
• Light weight,
• Easily machine-able ,
• High tensile strength ,
• High metal removal rate,
• Corrosion resistant,
• Neutral to flammable liquid(petrol),
• Non – magnetic material,
• Highly reflective surface & finish quality.
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4.2.1 Properties of selected material Alhe30
Weight
Aluminium is light with a density one third that of steel, 2.700 kg/m3.
Strength
Aluminium alloys commonly have tensile strengths of between 70 and 700 MP. The range for alloys used
in extrusion is 150 – 300 MP. Unlike most steel grades, aluminium does not become brittle at low
temperatures. Instead, its strength increases. At high temperatures, aluminium’s strength decreases.
Linear expansion
Compared with other metals, aluminium has a relatively large coefficient of linear expansion. This has to
be taken into account in some designs.
Machining
Aluminium is easily worked using most machining methods – milling, drilling, cutting, punching,
bending, etc. Furthermore, the energy input during machining is low.
Conductivity
Aluminium is an excellent conductor of heat and electricity. An aluminium conductor weighs
approximately half as much as a copper conductor having the same conductivity.
Joining
Features facilitating easy jointing are often incorporated into profile design. Fusion welding, Friction Stir
Welding, bonding and taping are also used for joining.
Reflectivity
Aluminium is a good reflector of both visible light and radiated heat.
Non-magnetic material
Aluminium is a non-magnetic (actually paramagnetic) material. To avoid interference of magnetic fields
aluminium is often used in magnet X-ray devices.
Zero toxicity
After oxygen and silicon, aluminium is the most common element in the Earth’s crust. Aluminium
compounds also occur naturally in our food.
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4.2.2 Chemical Testing on the selected material [AL HE-30]
Table 3 : Chemical Test Result
CONCLUSION
• Confirmation of grade of acquired material :ALHE-30
• Material is neutral to petrol.
• The alloy mixtures of Copper, Magnesium, Silicon, and Iron & Zinc are within the prescribed limits.
• Cost of material is Rs. 120 / kg
• Weight of procured block:- 1kg
• Dimension of Block (l*b*h):- 30*60*65
Sloe. Particulars Cu% Mg% Si% Fe% MN% Zn% Al%
- Specification
Limit
Min - 0.40 0.60 - 0.40 - -
Max 0.10 1.20 1.30 0.60 1.00 0.10 -
01. Sample Piece 0.073 0.84 0.83 0.24 0.52 0.070 97.30
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4.3 Design of Work piece
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4.3.1 Design of top profile
Figure 10: Top View
The top profile is machined keeping in consideration the fitment to the tank of a TVS APACHE
Petrol tank.
The sealing slot (2.5mm) in the top profile is machined according to the standard oval rubber
washer available with the FUEL TAP assembly.
The fitment to the tank is attained with two holes of 6.5mm Diameter for Standard M6 Bolts.
The are two more centrally located holes for the main and reserve line with the outer orifice
diameter 6mm & Inner orifice diameter finalized at 3mm.
There were two vertical drills made with a digital read out long drill (3mm) on the main and
reserve ports on the top profile.
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4.3.2 Design of front profile
Top body = 6mm
Middle body = 13mm + 27mm
The length of two solenoids next to each was measured as 36mm.
The distance between them was finalized at 4mm.
Excess side length was Finalized at 7.5 mm
Total Length of Lower body = 36mm + 4mm + (7.5x2)mm = 55mm
Standard M6 Threading was done on the work piece with a M6 dye on the lower half of the work
piece.
Figure 11: Front View
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4.3.3 Design of Side profile
Figure 12: Side View
In the side profile has two cylindrical protrusions of 12mm diameter for mounting of the solenoids
vertically.
The protrusions are 11.5mm in length from the lower body.
There are two Orifices drilled again with Vertical DRO machine on the side profile with connect
to the individual main and reserve lines drilled holes.
It is extremely important that the drilled orifice from the main line only just punctures/connects to
the main line itself. The drill length should not exceed the main line.
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Chapter 5 Solenoid
5.1 Solenoid Valve
A valve is a device that regulates, directs or controls the flow of a fluid (gases, liquids, fluidized solids,
or slurries) by opening, closing, or partially obstructing various passageways. Valves are technically
valves fittings, but are usually discussed as a separate category. In an open valve, fluid flows in a
direction from higher pressure to lower pressure.
A solenoid valve is an electromagnetic valve for use with liquid or gas controlled by running or stopping
an electrical current through a solenoid, which is a coil of wire, thus changing the original state of the
valve. An approximate relationship between the required solenoid force Fas, the fluid pressure P, and the
orifice area A for a direct acting solenoid value is:
Where d is the orifice diameter.
Actuator: Actuators are devices used to produce action or motion. The input is generally electrical
signal and output is linear or rotary motion. Actuators output can be position or rate i.e. linear
displacement or velocity.
Types of actuators:
Electromagnetic actuators use magnetic fields to move components. Moderate force and
displacements.
Pneumatic actuators use air pressure to move components. High force. Moderate displacement.
Hydraulic actuators use water pressure to move components. Highest forces. Moderate
displacement.
Piezoelectric actuators use electrostatic pressure of crystals to move components. Moderate
forces. Small displacement.
Thermal actuators use heat to move components. Small forces. Small displacement.
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5.2 Basic working of Solenoid
Figure 13 : Working of a Solenoid Valve
A) INPUT SIDE: The input side to the solenoid stands for the petrol tank in our project.
B) DIAPHRAGM/PLUNGER: This is a either a rubber or a metallic stopper used to regulate the flow of
the liquid.
C) PRESSURE CHAMBER: This is the area where the fluid is filled irrespective of the plunger being
open or closed.
D) PRESSURE RELIEF: This area get flow when the plunger is moved due to the action of the
electromagnetic solenoid valve
E) SOLENOID: This is a coil of wire, through which when current is passed actuated the plunger and
moves it from its normal position.
F) OUTLET: The fluid flows through this part when the flow is allowed by the solenoid.
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5.3 Types of Solenoids
Solenoids are basically of two types:
1. NORMALLY CLOSED (NC): A solenoid valve is normally closed (abbreviated - NC) if
there is no flow across the valve in its resting position (with no current on the solenoid
contacts).
2.
Symbol
Figure 14 : Normally Closed Solenoid Valve
3. NORMALLY OPEN: A solenoid valve is said to be “normally open” (abbreviated NO) when
it enables fluid to pass in its resting position.
Figure 16: Symbol
Figure 15: Normally Open Solenoid Valve
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5.4 Solenoid selecting criteria
When selecting a solenoid valve:
Coil voltage, current, AC or DC, and intermittent versus continuous duty.
Valve type,
Aperture size,
Pressure rating, such as "50 PSI" ,
Materials (medium) that it can control, such as "air/water",
Type of connection to each port, such as "1/4" NPT".
5.4.1 Selected Solenoid Specification
Table 4 : Specification Sheet
PARTICULARS MECHANISM
• Valve actuation Solenoid
• Number of ways 2/2 Valve
• Switching function Normally closed (NC)
• Connection size Flow rate
• Type of connection Threaded
• Working pressure Downstream of valve
• Fluid Pressure 8 bar
• Solenoid power supply 12V DC
• Control fluid supply Control Pressure & Direction
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5.5 Solenoid Manufacturer
Figure 17: Solenoid valve
This product was made by a Chennai based company “RAAJAN AUTOMOTIVE PVT. LTD”,
and is a bought out part, used for dual mode petrol/LPG vehicles. These solenoids are export
quality and are robustly manufactured. Each solenoid cost is Rs.250.
This solenoid is normally closed type valve, operated by 12V dc current. The body is made of
brass but the inlet port is of Mild Steel.
5.6 Solenoid Breakup
Figure 18: Solenoid Body
A) Brass body- This part is made of brass (due to its non-magnetic nature) and high structural
quality.
B) Plunger – This is a Mild Steel body with a rubber diaphragm, which is responsible for
restricting the fuel flow.
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C) Spring- The spring is responsible for the normally closed state of the solenoid as it holds the
plunger in its place. When the solenoid actuates, the spring compresses due to the motion of
the plunger towards the inlet (mild steel).
D) Inlet – This part is made of Mild steel, which is threaded at the top for its fitment to the
fabricated work piece.
E) Solenoid – This part consists of wire windings that create magnetic field responsible for the
functioning of the valve. It has one positive and a negative terminal.
Figure 19: Solenoid actuator
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Chapter 6 Fabrication
Figure 20: CNC Machine
6.1 Computer Numeric Control (CNC) machine
Numerical control (NC) is the automation of machine tools that are operated by abstractly
programmed commands encoded on a storage medium, as opposed to controlled manually via
hand wheels or levers, or mechanically automated via cams alone. The first NC machines were
built in the 1940s and 1950s, based on existing tools that were modified with motors that moved
the 6controls to follow points fed into the system on punched tape.
`
6.1.1 Vertical Milling Machine
In the vertical mill the spindle axis is vertically oriented. Milling cutters are held in the
spindle and rotate on its axis. The spindle can generally be extended (or the table can be
raised/lowered, giving the same effect), allowing plunge cuts and drilling. There are two
subcategories of vertical mills: the bed mill and the turret mill.
6.1.2 Digital readout Drilling machine-
A digital read out (DRO) is a small computer (display unit) usually with an integrated
keyboard and some means of numeric representation. It reads the signals generated by the linear
encoder (or less frequently by rotary encoders) installed to several machine's axes used to keep
track of work piece position (milling and the like) or the tool's position (lathes and grinders). In
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The shop argot this complete system conformed by the computer and the encoders are
referred to simply as DRO. Such a system is commonly fitted to most machines in today's shops:
lathes, cylindrical grinders, milling machines, surface grinders, boring mills and other machine
tools to allow the operator to work faster and with greater accuracy. The use of DROs are not
limited to manual equipment as CNC equipment can usually be switched to manual operation and
in this case a form of DRO is simulated on the Control Panel of a robotic machine.
6.2 Parts of a CNC Machine
6.2.1 Machine Control Unit (MCU)
The machine control unit (MCU) is a
microcomputer that stores the program and
executes the commands into actions by the machine
tool. The MCU consists of two main units: the data
processing unit (DPU) and the control loops unit
(CLU). The DPU software includes control system
software, calculation algorithms, translation
software that converts the part program into a
usable format for the MCU, interpolation algorithm
to achieve smooth motion of the cutter, editing of part program (in case of errors and changes).
The DPU processes the data from the part program and provides it to the CLU which operates the
drives attached to the Machine lead screws and receives feedback signals on the actual position
and velocity of each one of the axes. A driver (dc motor) and a feedback device are attached to the
lead screw.
6.2.2 Tool changer
A device that arranges multiple cutting tools in
order and then positions these cutting tools for
replacement in the machining centre
Figure 21: Control Board
Figure 22: Tool Changer
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.
6.2.3 Tool Holder and Machine Tool
Figure 23: Tool Holder
A machine tool is a machine for shaping or machining metal or other rigid materials, usually by cutting,
boring, grinding, shearing or other forms of deformation. Machine tools employ some sort of tool that
does the cutting or shaping. All machine tools have some means of constraining the work piece and
provide a guided movement of the parts of the machine. Thus the relative movement between the work
piece and the cutting tool (which is called the tool path) is controlled or constrained by the machine to at
least some extent, rather than being entirely "offhand" or "freehand".
6.2.4 Workbench
Figure 24: Work Bench
The part of a machine tool that supports the work piece and any work holding devices is called the workbench. It customized
device that is used to position and hold a work piece in place. On a mill, fixtures are normally used to machine flat surfaces
parallel to the table.
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6.2.5 Cutting fluid
Figure 25: Cutting Fluid
This is a type of coolant and lubricant designed specifically for machining processes. There are various kinds of
cutting fluids, which include oils, oil-water emulsions, pastes, gels, aerosols (mists), and air or other gases. They may
be made from petroleum distillates, animal, plant oils, water and air, or other raw ingredients. Depending on context
and on which type of cutting fluid is being considered, it may be referred to as cutting fluid, cutting oil, cutting
compound, coolant, or lubricant.
6.3 Machining Processes
CUTTING
It is a collection of processes where in material is brought to a specified geometry by
removing excess material using various kind of tooling to leave a finished part that meets
specifications. The net result of cutting is two products, the waste or excess
material, and the finished part. In cutting metals the waste is chips or sward and excess
metal.
FACE MILLING
This is a milling operation in which the surface of the work piece is perpendicular to the
spindle axis.
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THREADING
Threading is the process of creating a screw thread on the required work piece.
DRILLING
Drilling is a cutting process that uses a drill bit to cut or enlarge a hole of
circular cross-section in solid materials. The drill bit is a rotary cutting tool, often
multipoint. The bit is pressed against the work piece and rotated at rates from
hundreds to thousands of revolutions per minute. This forces the cutting edge against
the work piece, cutting off chips from what will become the hole being drilled.
6.4 Mating of the work piece with the Solenoid.
6.4.1 External Threading on the Solenoid
Figure 26: External Threading
Fig ()
The process of combining the solenoid with the work piece was achieved by external male
threading on the inlet of the solenoid.
A standard M6 Threading was done with the help of a lathe machine.
M6-
THREAD
14” BSP-
THREAD
BEFORE AFTER
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6.4.2 Internal Threading on Work piece.
Figure 27: Internal Threading
For mounting of the machined solenoids on the work piece, another female thread (standard M6) was
made on the cylindrical protrusion in the lower half of the work piece.
Figure 28: SOLENOID AND WORKPIECE
Figure 29: Sealing of work piece
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Chapter 6 Electricals System
6.1 Electrical Specifications Sheet
Table 5 : Electricals Used
SL.NO PARTICULARS QUALTITY
1 BAJAJ PULSAR 180
IGNITION SWITCH
ASSEMBLY
1
2 BAJAJ PULSAR 180
HANDLE BAR SWITCH
ASSEMBLY
1
3 BATTERY(12V,9A)
MINDA BATTERY
1
4 BATTERY CABLE 2
5 LED’s(RED & GREEN) 2
6 COPPER WIRES 2meters
7 TOGGLE SWITCH 1
The electrical system is very critical in our project. Our aim is to remove the manual
operation of the existing fuel tap and convert to a more ergonomic and automated system.
We have tried to accomplish this with the use of standard quality automotive products
available in the two wheeler spares market.
A modification has been made to the handle bar switch by drilling two holes for the “LED” .The
headlight switch has been replaced with the toggle switch
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Due to the similarity of its operation. The toggle switch has been integrated for the functioning of
the main and reserve lines though the solenoids. . For mass production the switch can be
integrated in the handle bar assembly itself.
6.2 Wiring Diagram
6.3 .1 Ignition Switch
An Ignition (or starter) switch is a switch in the control
system of an internal combustion engine vehicle that
activates the main electrical systems for the vehicle.
Besides providing power to the ignition system
components (the starter solenoid and ignition related
components such as the engine control unit, spark coil
and distributor) it also usually switches on power to
many "accessories" (radio, power windows, etc.).
The ignition system is used to ignite the fuel-air mixture
in the engine. The starter system is the ignition system,
plus the battery, and starter switch, relay, solenoid &
electric starter motor.
The ignition switch usually requires a key be inserted
that works a lock built into the switch mechanism. It is frequently combined with the starter switch which
activates the starter motor. In our project a Bajaj Pulsar 180 ignition switch is used which is manufactured
by Minda Industries.
RESERVE
SOLENOID
MAIN
RESERVE
IGNITION
SWITCH
MAIN
SOLENOID
Figure 30: Circuit Diagram
Figure 31: Ignition Unit
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6.4 Handle bar switch
: A standard baja180 handle bar switch is used for the ease of operation of the toggling between two
solenoids. The handle bar switch is modified by adding two LED, for visual aid Red for “Main Solenoid”
and Green for “Reserve Solenoid”.
BATTERY: The power source is a standard two wheeler battery which supplies 12v Direct current.
COLOUR CODING: GREEN – “MAIN”
RED – “RESERVE”
AfterBefore
Figure 32: Switch Unit Modification
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Chapter 7 Testing & Observations
7.1 Dry testing
Figure 33: Ignition and Switch Set
Aim:
To Checking the functioning of the valves from the handlebar switch with the entire electrical
circuit connected without petrol
Apparatus:
Two Solenoid and work piece assembly, Ignition switch, handle bar switch and battery.
Working procedure:
1. Turn the ignition is “On” and after that turn the toggle switch towards the main fuel line
solenoid indicated by the GREEN LED on the handle bar switch.
2. The process is repeated for the reserve line solenoid, which is indicated by RED LED on
the handle bar switch. Each of the solenoid should function individually.
Observation:
1. A click sound signifies the solenoid is in on state.
2. The red and the green light in the handle bar are functioning correctly.
3. Off state without the key is also achieved.
Result: Solenoid and switch set working.
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7.2 Testing with Petrol
Aim:
1. To check the fitment to the tank of the
solenoid and the work piece
assembly.
2. To check the individual flow from
each pipe on actuation of the solenoid
Apparatus:
Two Solenoid and work piece
assembly, Ignition switch, handle bar
switch, battery, Y pipe, Funnel,
Transparent pipes, Petrol tank (TVS
apache), M6 bolts, washers, 4liters
petrol
Working procedure:
1. Fill the petrol tank with four litres of
petrol till the main fuel line is
completely immersed.
2. Turn the ignition “On” and turn the
toggle switch towards the main fuel line solenoid indicated by the GREEN LED on the
handle bar. This should be followed by petrol flowing only through Main transparent pipe
till the flow stops; this indicates that the level of petrol has fallen below the main line.
3. Now the reserve line solenoid should be switched on, which is indicated by RED LED on
the handle bar switch followed by petrol flowing through reserve transparent pipe.
4. When the ignition is turned off there should be no flow.
Observation:
1. Flow is observed though the individual pipes.
2. No flow condition on removal of the key.
3. Slight leakage observed on the mounting points.
Result: Solenoids working and connected to ignition.
Figure 34: Wet Testing
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7.3 Flow rate testing
Figure 35: Solenoid Setup
Aim:
1. To determine the flow of petrol though the drilled 3mm orifice
2. Measure the main and reserve line fuel levels.
Apparatus:
Two Solenoid and work piece assembly, Ignition switch, handle bar switch, battery, Y pipe,
Funnel, Transparent pipes, Petrol tank (TVS apache), M6 bolts, washers, 4liters petrol, Stopwatch,
Measuring flask.
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Working Process:
1. Fill four litres of petrol in the fuel tank till the tank has reached maximum capacity and
connect the battery.
2. Turn the ignition on and switch on switch to the main line solenoid. Observe the flow till it
stops by itself. Record the time
3. Switch to the reserve solenoid and record the time till the flow stops.
4. Turn ignition off and check the No Flow condition.
Observations
1. A small leakage was experienced through the mounting points.
2. The solenoid get heated after 2 hours of continues functioning.
3. Excess air bubbles are observed towards the end of flow through the pipe. This
is characterized on the running bike as knocking when the fuel levels are low.
4. Rubber washers found inadequate for sealing criteria due to reaction with petrol.
Fibre washer used to control the flow
5. The below table show the flow through the Main Line for One litre of petrol.
Average time is 4 minutes and 10 seconds.
6. The leakage of 5ml experienced for a period of 4 hours.
7.3.1 Flow rate test results.
Synod:
Open Flow
Time/Quantity Leakage Remarks
1 3.54min/1Lt. 5mL OK
3 3.48min/1Lt. 10mL OK
4 4.12min/1Lt. 25mL Rejected
5 4.25min/1Lt. 35mL Rejected
6 3.58min/1Lt. 5mL OK
7 3.45min/1Lt. 5mL OK
8 4.34min/1Lt. 5mL OK
Table 6 : Flow Rate Test Result
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7.4 Precautions
Figure 37: Washers
1) Digital Read out (DRO) to prevent drag while drilling the orifice on the top and side surface of the work
piece. This machine also provides accurate drilling length according to the required specifications.
2) Constant Usage of coolant during CNC machining of the work piece to avoid overheating.
3) All the wires are covered to prevent sparking as we are dealing with a flammable liquid like petrol.
4) Sealing the bolts with adequate torque and use of only T.V.S Standard M6 bolts.
5) Metal, rubber and fibre washers to control leakage from various regions of the assembly.
6) Fuel Filtering required for preventing blockage of solenoid due to dirt in fuel.
Figure 36: Coolant
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Chapter 8 Scope for mass production & Cost report
8.1 Rising demand for two wheelers in India
Table 7 : Market research of 2-wheelers manufacturing companies
The domestic two-wheeler industry is expected to report moderate volume growth of around 4-5 per cent
in 2012-13, as demand slowdown as well as base effect catches up with the industry, says a recent ICRA
report on the industry. The two wheeler industry, however, has clocked a compounded annual growth rate
(CAGR) of 21.8 per cent over the last three years.
The report further adds that over the medium term, the two-wheeler industry is expected to report a
volume CAGR of 8-9 per cent, to reach a size of 22-23 million units (combining domestic and exports)
by 2016-17.
With domestic volume growth of 3.9 per cent year-on-year (you) and exports volume dip of 1.1 per cent
you in 11 months of 2012-13; the Indian two-wheeler is currently amidst a slowdown phase last
experienced in 2007-08 / 2008-09.
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8.2 Increasing price of Petrol.
Figure 38: Fuel Pump
The runaway petrol price, which has singed many, has found an unexpected
beneficiary in the Indian auto market: motorcycles and scooters. With customers looking for cheaper
mobility options over pricier cars following the steepest-ever jump in fuel prices last week, the demand
for more affordable motorcycles and scooters is likely to go up in the coming months.
8.3 Cost of Prototype
Table 8 : Cost of Prototype
SR.NO PARTICULARS QUANTITY COST(Rs)
1 MATERIAL FOR
WORKPIECE(ALHE30)
30*60*65
mm
160
2 CNC MACHINING(Milling +
Drilling + Threading)
60mins 410
3 SOLENOIDS 2Nos 400
4 NUTS & BOLTS 2Nos 5
5 WASHER
(Metal+ Fibre +Rubber)
10Nos 15
6 TOTAL Rs 990
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The table above shows the cost of the prototype without the electrical systems.
The CNC machining rates are taken considering complexity of job and the no of hours to complete it. At
present the One hour of VMC machining can cost anywhere between Rs350-500.The jobs are taken
strictly according to number of components only.
For internal threading a lathe machine was used. If accommodated for mass production then the cost of
this is expected to reduce substantially in area like labour in CNC, MATERIAL as well as SOLENOIDS.
8.4. Cost of Project
PARTICULAR Bill Amt in Rs
1. MATERIAL (ALHE30) 250/-
2. SOLENOID 1000/-
3. PIPING (Y pipe , drip pan, transparent pipe , jar and funnel ) 544/-
4. PETROL TANK ASSEMBLY ( Ft cap ,Fuel level sensor , Fuel tap ) 3,885/-
5. ELECTRICALS (Ignition switch ,Handle bar switch ,LED wires, battery
& cable)
2054/-
6. MATERIAL OF STAND 700/-
8. FASTNERS (Nuts ,bolts ,Washers ,Sealants) 150/-
160
410 400
200
100
200
300
400
500
Table 9 : Cost of material & Machining
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Table 10 : Cost of Project
8.5 Scope for future modifications.
Reduction of size of the solenoid valve to integrate into the machined block is the most important aspect of
the design modifications. It is crucial to find a normally closed solenoid of half the size. Various levels of
testing should be done before integrating it into the machine block to check for robustness and rigidity of
manufacture.
In the current assembly the solenoids are mounted horizontally. For the next stage of design it is important
for the solenoids to be mounted vertically according to the gravity flow condition.
Serviceability of the unit can be done by replacing mechanicals threaded solenoids with Allen keys.
9. FABRICATION OF CNC WORKPIECE & STAND 2,100/-
10. TOOLING ( Grinding wheel ,Drill bits ,Soldering iron, Multimeter ) 500/-
11. LABOUR ( CNC , Stand , Threading) 1,500
11. PAINT & STICKERING 300/-
12 TRANSPORTATION 800/-
13. MISC. @ 5% 747/-
TOTAL PROJECT COST 13,730/-
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Chapter 9 Conclusion & Bibliography
9.1 Conclusion
The aim of our project is to stop the pilferage of fuel from two wheelers, which is very common in rural
areas. This is a rising problem as the prices of fuel are increasing at a rate of Rs. 6 / lt / yr.. Petrol is getting
the name “liquid gold”. A daily loss of such commodity can be stopped for two wheelers in the lower and
middle segment bikes if our research and development of this anti-pilferage system is funded.
This system aims to stop the daily loss of fuel by changing the traditionally available fuel tap to our fuel tap
concept .this system can be reduced in size to about half the current size if it moves to the research stage
.This can be achieved by procuring solenoids which are smaller in size. A sheet metal cover on top of the
whole system leaving just two wires , will cause a trouble for the thief to pilfer out the fuel. Sheet metal cover
will be easier to remove and repair in case of malfunctioning of the solenoid.
If our project is taken to production, the product cost will also come down. if the material used for the work
piece is of Mild Steel or some other cheap alloy with the same properties like no-toxic and corrosion resistant
etc.
The bikes of higher end (more than 200cc) of highly recognised automotive companies are trying to remove
fuel taps from their bike design .These companies are using fuel injection systems which sprays the fuel to
the engine. This system cost around 9-10 thousand rupees .In this system fuel theft is difficult as it is locked
by heavy body covering of the bike. The middle class people will have to burn a hole in their pocket if they
want to enjoy this modification. Otherwise they will have to keep on suffering the consequences of poor
design of fuel taps.
We also aimed our project to ease the use of the system which successfully toggles the main and the reserve
line. With this the chances of the rider to meet and accident is reduced marginally.
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BIBLIOGRAPHY
1. Skinner Valve (1997), Two-Way, Three-Way and Four-Way Solenoid Valves,
2. Parker Hannifin, Catalogue Industrial Valve Resource. 2010-03-18 Miniature Solenoid Valves for
Medical Devices
3. Siegel, Arnold. "Automatic Programming of Numerically Controlled Machine Tools", Control
Engineering.
4. Reinters, J. Francis (1991), Numerical Control: Making a New Technology, Oxford University Press
5. Robert M. Haney, PE “Solenoid Control, Testing, and Servicing” McGraw Hill
6. Zimmer and Grover “CAD/CAM’ TMH Publications