fuel theft prevention system

DAYANANDA SAGAR COLLEGE OF ENGINEERING

FUEL THEFT PREVENTION SYSTEM

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Dept Of Mechanical Engineering, DSCE 2012-13 Page 1

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



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



Figure 1 Working of solenoid valve ............................................................................................. 7

Figure 2 : Bajaj pulsar 180 fuel tap ............................................................................................... 9

Figure 3: Bajaj pulsar 180 Fuel tap Breakup ............................................................................... 10

Figure 4 : Fuel theft Process ........................................................................................................ 12

Figure 5 : Side View .................................................................................................................... 13

Figure 6: Front View ................................................................................................................... 13

Figure 7 : Top View..................................................................................................................... 13

Figure 8 : Isometric View ............................................................................................................ 13

Figure 9 : Aluminium HE-30 block ............................................................................................ 14

Figure 10: Top View.................................................................................................................... 18

Figure 11: Front View ................................................................................................................. 19

Figure 12: Side View ................................................................................................................... 20

Figure 13 : Working of a Solenoid Valve ................................................................................... 22

Figure 14 : Normally Closed Solenoid Valve ............................................................................. 23

Figure 15: Normally Open Solenoid Valve ................................................................................. 23

Figure 16: Symbol ....................................................................................................................... 23

Figure 17: Solenoid valve ............................................................................................................ 25

Figure 18: Solenoid Body ............................................................................................................ 25

Figure 19: Solenoid actuator ....................................................................................................... 26

Figure 20: CNC Machine ............................................................................................................ 27

Figure 21: Control Board ............................................................................................................. 28

Figure 22: Tool Changer ............................................................................................................. 28

Figure 23: Tool Holder ................................................................................................................ 29

Figure 24: Work Bench ............................................................................................................... 29

Figure 25: Cutting Fluid .............................................................................................................. 30

Figure 26: External Threading ..................................................................................................... 31

Figure 27: Internal Threading ...................................................................................................... 32

Figure 28: SOLENOID AND WORKPIECE ............................................................................. 32

Figure 29: Sealing of workpiece.................................................................................................. 32

Figure 30: Circuit Diagram ......................................................................................................... 34

Figure 31: Ignition Unit ............................................................................................................... 34

Figure 32: Switch Unit Modification .......................................................................................... 35

Figure 33: Ignition and Switch Set .............................................................................................. 36

Figure 34: Wet Testing ................................................................................................................ 37

Figure 35: Solenoid Setup ........................................................................................................... 38

Figure 37: Washers ...................................................................................................................... 40

Figure 36: Coolant ....................................................................................................................... 40

Figure 38: Fuel Pump .................................................................................................................. 42

LIST OF TABLES



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



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



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



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



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.



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



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.



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.



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.



Chapter 4 Design

4.1 Assembly Overview

Figure 6: Front View Figure 5 : Side View

Figure 7 : Top View Figure 8 : Isometric View



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.



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.



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



4.3 Design of Work piece



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.



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



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.



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.

http://en.wikipedia.org/wiki/Slurries

http://en.wikipedia.org/wiki/Piping_and_plumbing_fittings



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.



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



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



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.



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



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

http://en.wikipedia.org/wiki/Machine_tool

http://en.wikipedia.org/wiki/Punched_tape

http://en.wikipedia.org/wiki/Linear_encoder

http://en.wikipedia.org/wiki/Linear_encoder

http://en.wikipedia.org/wiki/Rotary_encoder



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

http://en.wikipedia.org/wiki/CNC



.

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.

http://en.wikipedia.org/wiki/Machine

http://en.wikipedia.org/wiki/Grinding_(abrasive_cutting)

http://en.wikipedia.org/wiki/Cutting_tool

http://en.wiktionary.org/wiki/freehand#Adjective



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.

http://en.wikipedia.org/wiki/Coolant

http://en.wikipedia.org/wiki/Lubrication

http://en.wikipedia.org/wiki/Machining

http://en.wikipedia.org/wiki/Emulsion

http://en.wikipedia.org/wiki/Plant_oil



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

1\4” BSP-

THREAD

BEFORE AFTER

http://en.wikipedia.org/wiki/Screw_thread

http://en.wikipedia.org/wiki/Cutting

http://en.wikipedia.org/wiki/Drill_bit

http://en.wikipedia.org/wiki/Cross-section

http://en.wikipedia.org/wiki/Cutting_tool

http://en.wikipedia.org/wiki/Pressure

http://en.wikipedia.org/wiki/Revolutions_per_minute

http://en.wikipedia.org/wiki/Swarf



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



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



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

http://en.wikipedia.org/wiki/Electrical_switch

http://en.wikipedia.org/wiki/Starter_solenoid

http://en.wikipedia.org/wiki/Engine_control_unit

http://en.wikipedia.org/wiki/Ignition_system

http://en.wikipedia.org/wiki/Starter_motor



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”

After Before

Figure 32: Switch Unit Modification



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.



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



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.



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


4 4.12min/1Lt. 25mL Rejected

5 4.25min/1Lt. 35mL Rejected




Table 6 : Flow Rate Test Result



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



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.



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

http://economictimes.indiatimes.com/topic/motorcycles

http://economictimes.indiatimes.com/topic/scooters



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

20 0100200300400500

Table 9 : Cost of material & Machining



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/-



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.



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

fuel theft prevention system

Business

fuel theft process

history of fuel cocks

market survey conclusion

survey of existing product

table of content chapter

design of work piece

short summary

basic working of solenoid