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GO-KART

Project report submitted in partial fulfillment of the requirement of the degree of

Bachelor of Technology
In
Mechanical & Automation Engineering

Under the Guidance of

Mr. Devender Sharma

MECHANICAL & AUTOMATION ENGINEERING DEPARTMENT


NORTHERN INDIA ENGINEERING COLLEGE
(Affiliated to Guru Gobind Singh Indraprastha University, Delhi)
MAY 2015

REPORT APPROVAL

This project report entitled GO-KART was prepared is approved for the degree of
B.TECH (Mechanical & Automation Engineering).

HOD

Supervisor

.
DATE ..

..................................................

PLACE .

ii

CERTIFICATE

It is certified that the work contained in the project report titled GO-KART by the following
student:

Name of Student
Nikhil Garg
Md. Ali Hussain
Shrad Sajwan
Praveen kumar gond
Manish Taak
Manpreet
Ashwary Dikshit
Narender Singh
Sachin Kumar
Md. Hasan Equbal
Sandeep kumar
Asad ur Rahman

Roll Number
03815603611
03115603611
00515603611
02415603611
02315603611
05615603611
00415603611
02515603611
00715607412
00315607412
00515607412
07096203611

Has been carried out under my supervision and that this work has not been submitted
elsewhere for a degree.

Signature of Supervisor
Mr. Devender Sharma
Mechanical and Automation Engineering Department
NIEC
May 2015

DECLARATION
I declare that this written submission represents my ideas in my own words and where others'
ideas or words have been included, I have adequately cited and referenced the original
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sources. I also declare that I have adhered to all principles of academic honesty and integrity
and have not misrepresented or fabricated or falsified any idea/data/fact/source in my
submission. I understand that any violation of the above will be cause for disciplinary action
by the Institute and can also evoke penal action from the sources which have thus not been
properly cited or from whom proper permission has not been taken when needed.

Name of Student
Nikhil Garg

Roll Number
03815603611

Md. Ali Hussain

03115603611

Shrad Sajwan

00515603611

Praveen kumar gond

02415603611

Manish Taak

02315603611

Manpreet

05615603611

Ashwary Dikshit

00415603611

Narender Singh

02515603611

Sachin Kumar

00715607412

Md. Hasan Equbal

00315607412

Sandeep kumar

00515607412

Asad ur Rahman

07096203611

Date:

ACKNOWLEDGEMENT

iv

Signature

I would like to acknowledge the contributions of the following people without whose help and
guidance this report would not have been completed.
I acknowledge the counsel and support of my project guides Mr. Devender Sharma,
Mechanical and Automation Engineering Department with respect and gratitude, whose
expertise, guidance, support, encouragement and enthusiasm has made this report possible.
Their feedback vastly improved the quality of this report and provided an enthralling
experience. I am indeed proud and fortunate to be supervised by them.
I am also thankful to Mr. Neeraj, H.O.D of Mechanical and Automation Engineering
Department, Northern India Engineering College, New Delhi for his constant
encouragement, valuable suggestions and moral support and blessings.
Although it is not possible to name individually, I cannot forget my well-wishers at Northern
India Engineering College, New Delhi and outsider for their persistent support and
cooperation which needed during this work.
I shall ever remain indebted to the faculty members of Northern India Engineering College,
New Delhi.
Finally, yet importantly, I would like to express my heartfelt thanks to my beloved parents for
their blessing, my friends/classmates for their help and wishes for the successful completion
of the project. This acknowledgement will remain incomplete if I fail to express my deep
sense of obligation to my parents and God for their constant blessings and encouragement.

ABSTRACT
The objective of Go-Kart project is to simulate real world engineering design projects and
their related challenges. An aspect of this project is to compose a design documentation
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package that creates an overview of the vehicles construction elements. The team has created
this report to describe their design. The aim is fabricate Go-Kart by making not only the best
performing vehicle but also the rugged and economical vehicle that will comply with all the
Go-Kart design requirements. To achieve our goal the vehicle has been divided into
subcomponents and each member is assigned a specific subcomponent. The team is focused
to, design the vehicle by keeping in mind the Go-Kart requirements, drivers comfort and
safety, and to increase the performance and drivability.

To achieve our goal the project has been divided into various groups and each group is
assigned a specific component of the vehicle (Chassis, Wheel Assembly, and Steering, Brakes,
Suspension, and Power transmission). This report only contains Designing information
(chassis). For designing, analysis and optimization of the vehicle components various
software like SOLIDWORKS (design, analysis and simulation), is used. The team has done a
detailed study of previous vehicles and reports of the teams participated in past year events
and we have come to the new well precise and accurate design.
As a whole, the main objective of the team is to reduce the weight of the vehicle, augment the
performance and minimize the power loss. Each part is being designed using
SOLIDWORKS 2013, software by keeping in mind these objectives. A detailed analysis is
being done on each part using SOLIDWORKS analysis application to remove the
unnecessary and extra material.
An iterative process is being used for the same. Benchmarking is done for selecting each
component. A special attention is given to manufacturing process to improve the quality of the
final product.

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TABLE OF CONTENT
CHAPTER
1
2

6
7

8
9

TITLE
Introduction
Literature Review

PAGE NUMBER
5
6

2.1 History of Go-kart


2.2 Components of Go-kart
2.2.1 Chassis
2.2.2 Engine
2.2.3 Transmission Systems
2.2.4 Tyres
Designing
3.1 Finite Element Analysis
3.2 Factor of safety
3.3 Interpretation of FOS Values
3.4 Prototyping & Force calculation
3.5 Impact Tests
3.5.1 Front impact test
3.5.2 Side impact test
3.5.3 Rear impact test
Transmission
4.1 Advantage of manual transmission
4.2 Engine specification
4.3 Transmission Calculations
Steering
5.1 Selection of steering systems
5.1.1 Rack and pinion steering
5.1.2 Pit arm steering
5.2 Main terms of steering
5.3 Steering geometry
5.4 Steering Calculation
5.5 Steering mechanism
5.6 Tie rod specification
Braking
6.1 Braking Calculations
Suspension
7.1 Basic Parts in suspension
7.1.1 Ball joint
7.1.2 Spring
7.1.3 Shock absorber
7.2 Front Suspension
Results & Discussion
8.1 Scope of project
Summary & conclusion

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Appendix
References

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LIST OF FIGURES
Figure
2.1
3.1
3.2
3.3
4.1
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
6.1

Title
First Go-kart invented
Front impact test
Side impact test
Rear impact test
Honda Stunner Engine
Steering mechanism
Rack and pinion Steering system
Pit arm steering system
Ratings on different steering systems
Kingpin
Camber Angles
Steering Geometry
Correct steering
Turning radius calculation formulae
True steering
Brake Assembly
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Page Number
6
10
11
12
18
25
26
27
27
28
29
30
31
32
33
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7.1
7.2
7.3
7.4
9.1
9.2

Ball Joint
Springs
Shock Absorber
Front Suspensions
Completed Go-kart
Rear view of Go-kart

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48
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LIST OF TABLES
Table
3.1
3.2
5.1
6.1
8.1

Title
Interpretation of FOS values
FOS in Different impact tests
Tie rod Specification
Difference between Disc & Drum brakes
Summary of design of chassis

Page Number
9
13
35
38
45

Chapter 1
Introduction
Go-Kart Designing is first and basic step in fabrication and manufacturing of go-kart. We are
fascinated by the fact that we can use our knowledge and enthusiasm of engineering and
technology for building a machine, which rolls on four wheels powered by a petrol or diesel
engine and driven by one single person, this machine is called as Go-Kart.

Go-kart designing and manufacturing has become a passionate competition in engineering


colleges all over the India. Many engineering colleges in India organize several Go-kart
designing and manufacturing competitions. They invite students of engineering colleges to
take part in the competition. To participate in any such competition students make a team and
divide the team into sub groups. These sub groups work in several sub departments for Gokart manufacturing, for example designing department, transmission systems, suspension
systems, steering systems, braking systems and fabrication and marketing department. We
decided to take part in a competition named International Go-Kart Championship organized
by LPU, with an aim to win the championship.
The main aim for the designing department is to prepare the complete design of the proposed
Go-kart in suitable CAD software (Computer aided designing). Some very famous CAD soft
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wares are Solid Edge, NX cad, Auto Cad, Solid Works etc.
The complete procedure of designing a Go-kart is consisted of several important steps which
are part of the methodology adopted by the designers. These steps are used to ensure the best
design from every aspect. The steps are Selection of material, Ladder chassis designing,
Static impact from different sides of chassis, Buckling points, Finite element analysis,
Improvisation in design, Final ladder chassis design. Each and every step will comprise this
whole report.
Designing the go-kart by keeping in mind the comfort of the driver, aesthetic as well as
ergonomic considerations, and maneuverability of the vehicle itself is a task which will
challenge our both technical and reasoning skills.

Chapter 2

Literature Review
2.1 History of go-kart
American Art Ingles is generally accepted to be the father of Go-karting. Currently gokarting is largely popular in Europe.

The first kart manufacturer was an American company, Go-kart Manufacturing Co. (1958). In
1959 Mc Culloch was the first company, to produce engines for karts. The McCulloch MC-10
was an adapted chain saw 2-stroke engine. Later in 1960s motorcycle engines were also
adapted for go-karts.

Figure2.1: first go kart invented by Art


Ingles.

2.2 Components of Go-Kart


Normally a go-kart is in single seated form while two seated karts can also be found in some
countries.

Basically a go kart consist of four main components which include a chassis, engine,
transmission system and tyres. Other than these main components there are some other parts
such as brakes and steering. A go-kart may or may not employ suspension systems or seat
belts. As the rear axle is rigid no differential is used in go-karts i.e. both the rear wheels turn
at same speed. For the current design engine is placed behind the driver seat there is a fire
wall between driver seat and the engine to protect the driver from the hot flames in case of
engine fire. The engine may also be placed at the side of the driver seat, but this will increase
the on track width of the vehicle (track width).

2.2.1 Chassis

The chassis is made of steel tubing (tubing material must be selected wisely). As there is no
suspension system in many go-karts or even if there is, the chassis have to be flexible enough
to work as suspension and stiff enough not to break. Kart chassis are classified as open,
caged, straight, & offset.

Open karts do not have any roll cage. Caged karts have roll cage surrounding the driver; they
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are mostly used on dirt tracks. In straight chassis the driver sits in the centre; straight chassis
are used in sprint racing. In offset chassis the driver sits on the left side; offset chassis are
used for left-turn-only speedway racing. Chassis should be designed in such a way that it can
withstand overall load of drivers weight and weight of all other components of the go-kart.

2.2.2 Engines

We only have two types of engines that are suitable to power the go-karts, which are Twostroke-engines and Four-stroke-engines. Both the engines are petrol fuelled. Most of the go
karts are using two-stroke-engine as the engine is small but powerful enough to satisfy the
desired performance requirements, however due to environmental issues Four-stroke-engines
are rapidly replacing Tow-stroke-engines in last few years.

2.2.3 Transmission Systems

Transmission system in an automotive is a mechanism that transfers the power developed by


the engine to the wheels. In go karts since low power is to be transmitted from engine to the
wheels so Chain drives are used. Using a gear drive will not only increase the cost of the gokart but it will also increase the weight of the go kart. This is the reason why all the go-karts
employ Chain drive only, just like in motorbikes.

2.2.4 Tyres

The tyres used in a go-kart often depend on the conditions of the track. A wet weather
condition would require Wet Tyres and the Slick Tyres are used for dry weather conditions.
While some karts would use intermediate tyres that have a moderate level of grooves on the
surface of tyre.

Chapter 3
Designing
3.1 Finite Element Analysis
Finite Element Analysis or FEA is a tool used to identify the performance of a model by
stressing the model to obtain the specified results. The detailed visualization of where the
parts would bend or twist and the distribution of stresses would be indicated through the
simulation. Modifications could be done to improve the areas where the stress sustainability is
weak. Finally, a final design review is performed to ensure the design is workable and ready
for prototyping.

3.2 Factor of Safety


While designing a component it is necessary to provide sufficient reserved strength in case of
accident, it is achieved by keeping suitable factor of safety (FOS). A material starts to yield
when the equivalent stress reaches the yield strength of the material. Yield strength of a
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material is defined as a material property. Solid Works simulation software calculates the FOS
at a point by dividing the yield strength by the equivalent stress at that point.

3.3Interpretation of FOS values


Table 3.1: Interpretation of FOS values

FOS < 1

Material has yielded at

Design is not safe

FOS = 1

location
Material at location has just

FOS > 1

started to yield
Material at location has not

Design is safe

yielded
Maximum force that a body can withstand is obtained by multiplying the yield strength with
FOS.

3.4 Prototyping & Force calculation


A prototype of the finalized design is built and the performance of the design is verified to
comply with the design requirements.
Calculation of force applied on chassis during impact on chassis, is based on maximum loads
induced in dynamic conditions, applied on static chassis. This method uses Euro standard

which defines maximum force as:-

Where, Curb Weight (170 Kg), Maximum velocity (60 m/sec), time of impact according to
Euro standards (250 milliseconds).

3.5 Impact Tests


3.5.1 Front Impact Test
It is carried out to know the results of head on collision of the go kart, the deformation, factor
of safety are the important parameters for the judgment of design performance. We try to
determine how the go kart is going to perform in the real harsh conditions of driving. Figures
5.1 & 5.2 show the deformation induced in the front chassis members due to the front impact
load application and the FOS calculated by solid works at that location respectively.

Figure 3.1: Front Impact deformation results

3.5.2 Side Impact Test


Sometimes while racing the go kart may get severe impacts from sideways by other go karts,
so side protection is also necessary. Even though side bumpers are provided but still the
impact should not reach the driver. The figure 5.3 shows the deflection of side beam in side
impact test and figure 5.4 shows the FOS. Point to check here is that in this test we have not
considered any side bumpers, but in actual go kart design side bumpers will add to the safety
of the driver from the accidental side impacts.

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Figure 3.2: Side impact deformation results

3.5.3 Rear Impact Test


Rear impact test shows the performance of the design in case of other karts hitting our kart
from behind during the racing. The rear part of the chassis must take up the shock of impact
and it should not allow the shock reach up to the engine. The figure 5.5 shows the deflection
of the rear members of the chassis during the rear impact load application and the figure 5.6
shows the calculated FOS by solid works.
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Figure 3.3: Rear impact deformation results

Table 3.2: Different values of FOS in Different impact tests

Tests
FRONT IMPACT TEST

FOS
4.3

12

REAR IMPACT TEST

1.9

SIDE IMPACT TEST

2.7

FRONT WHEEL LANDING TEST

The above table 5.2 shows that the design is safe in every aspect. FOS is kept very optimum
in every condition; these factors of safety values will ensure excellent performance even in
very harsh racing or driving conditions. So we can move forward with this design for final
ladder chassis.

Chapter 4

Transmission
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Introduction of transmission
A machine consists of a power source and a power transmission system, which provides
controlled application of the power. Merriam-Webster defines transmissions an assembly of
parts including the speed-changing gears and the propeller shaft by which the power is
transmitted from an engine to a live axle. Often transmission refers simply to
the gearbox that uses gears and gear trains to provide speed and torque conversions from a
rotating power source to another device.
The most common use is in motor vehicles, where the transmission adapts the output of
the internal combustion engine to the drive wheels. Such engines need to operate at a
relatively high rotational speed, which is inappropriate for starting, stopping, and slower
travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed
machines, and where different rotational speeds and torques are adapted.
Often, a transmission has multiple gear ratios (or simply "gears"), with the ability to switch
between them as speed varies. This switching may be done manually (by the operator), or
automatically. Directional (forward and reverse) control may also be provided. Single-ratio
transmissions also exist, which simply change the speed and torque (and sometimes direction)
of motor output.
In motor vehicles, the transmission generally is connected to the engine crankshaft via a
flywheel and/or clutch and/or fluid coupling, partly because internal combustion engines
cannot run below a particular speed. The output of the transmission is transmitted via
driveshaft to one or more differentials, which in turn, drive the wheels. While a differential
may also provide gear reduction, its primary purpose is to permit the wheels at either end of
an axle to rotate at different speeds (essential to avoid wheel slippage on turns) as it changes
the direction of rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation.
Alternative

mechanisms

include torque

converters and

power

transformation

(for

example, diesel-electric transmission and hydraulic drive system). Hybrid configurations also
exist.

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Objective of transmission

To harness engines power and torque and distribute to the ground in most efficient
way.

Optimize the engine torque and speed catering to different situations.

It must reduce the drive-line speed from that of the engine to that of the driving
wheels in a ratio of somewhere between 3:1 or 10:1 or more, according to the relative
size of engine and weight of the vehicle.

Turn the drive 90 degree or perhaps otherwise realign it.

Enable the driving wheels to rotate at different speeds.

Provide the relative movement between engine and driving wheels.

When the engine is running, to enable the connection to the driving wheels to be
made smoothly and without shock

Optimized multiplication of engines torque catering to different driving conditions.

4.1 Advantage of manual transmission


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Pricing Of Engine

Vehicles with manual transmission are usually cheaper than vehicles with

automatic transmission.
Fuel Consumption

Manual transmission has better fuel economy as compared to automatic


transmission. This is because manual transmission has better mechanical
and gear train efficiency compared to automatic transmission. Manual
transmission also has certain fuel saving modes of operation (e.g. Keeping

the rpm low by shifting to the higher gear early)


Maintenance

It is cheaper to maintain a vehicle in manual transmission because a


vehicle with automatic transmission is more complicated device and

require more maintenance.


Control

Manual transmission offers the driver more control of the vehicle


compared to automatic transmission. It also better driving on steep and
winding roads. Driver of manual cars can also downshift to a lower gear
for more power, while an automatic transmission driver can only play with
the throttle at the drive modes. That is why transmission of performance

cars are mostly manual in semi-automatic


Moving a malfunctioned vehicle

Vehicles with manual transmission can be moved manually by pushing the


vehicle at neutral gear when the engine malfunctions. This is quite useful
in situations where the vehicle breaks down in the middle of the road, and
must be moved to the side immediately

4.2 Engine Specification

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Engine selection Honda Stunner

Displacement 124.7 cc

Engine 4 stroke single cylinder OHC

Maximum power 11bhp@ 9500 rpm

Maximum torque 11Nm @ 7500 rpm

Transmission constant mesh synchronous gear box

Clutch Wet clutch multiplate

Cooling type air cooled engine

Bore*stroke = 52.4*57.86mm

4.3 Transmission Calculations


Assumptions
Bike tyre size = 22inches = 0.5588m
Go kart tyre size = 14.5inch = 0.3683m
Engines max rpms = 9500
Figure 4.1: Honda Stunner Engine

Rear sprocket size of bike = 41 teeth


Max speed of bike = 105 km/h

Measured speed of bike in different gears at 4000 rpms


1ST = 14km/h
2nd = 24km/h
3rd = 31km/h
4th = 38km/h
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5th = 44km/h
Calculation of bikes reduction ratios
Final reduction = no teeth of rear sprocket/ no of teeth of engine sprocket
= 41/14
= 2.92
Calculation of tyre rpm at 44km/h
44000 = 0.5588*3.14*tyre rpm*60
Tyre rpm = 44000/ (0.5588*3.14*60)
= 417.9
Calculation of tyre rpm at 38km/h
38000 = 0.5588*3.14*tyre rpm *60
Tyre rpm = 360.9
Similarly tyre rpms at
31km/h = 294.45
24km/h = 227.9
14km/h = 132.9
Total reduction in 1st gear = 4000/132.9 = 30.097
Total reduction in 2nd gear = 4000/227.9 = 17.551
Total reduction in 3rd gear = 4000/294.45 = 13.584
Total reduction in 4th gear = 4000/360.9 = 11.083
Total reduction in 5th gear = 4000/417.9 = 9.571

Engines reduction in
1st gear = 30.097/2.92 = 10.307
2nd gear = 17.551/2.92 = 6.010
3rd gear = 13.584/2.92 = 5.336
4th gear = 11.083/2.92 = 3.795
5th gear = 9.571/2.92 = 3.277

Factors effecting performance of a vehicle


Air resistance
Ar = ka*a*v^2
Ka = coefficient of air resistance
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A = front area of go kart


V = speed of go kart in m/s
Ar for stunner bike at 47kmph speed = 0.1*0.552*13.05*13.05
= 10N (approx.)
Ar at 47kmph speed = 0.45*.552*13.05*13.05
= 42.303N
Gradient resistance = zero for go kart
Rolling resistance = 0.18*weight of go kart with driver
= 0.18*150
= 27N
Rolling resistance for bike = 0.18*weight of bike with driver
= 0.18*200
= 36N
Total resistance at max torque for go kart = 42.303+27 = 70N(approx)
total resistance at 47kmph for bike = 36+10 = 50N(approx.)

So total tractive force available for acceleration is


In 1st gear = 1502-40
In 2nd gear = 869.52-40 = 829.52
In 3rd gear = 677.96-40 = 637.96N
In 4th gear = 547.7-40 = 507.7N
In 5th gear = 477.58-40 = 437.58N

ACCELERATION
Taking total weight of go kart = 200kg with driver
Acceleration in 1st gear = 1462/200 = 7.31m/sec^2
Acceleration in 2nd gear = 829.52/200 = 4.1476m/sec^2
Acceleration in 3rd gear = 637.96/200 = 3.189m/sec^2
Acceleration in 4th gear = 507.7/200 = 2.538m/sec^2
Acceleration in 5th gear = 437.58/200 = 2.187m/sec^2

Comparison of go kart with bike of which engine is used


Calculating torque of bike
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In 1st gear = 11*30.097*0.9 = 297.96Nm


In 2nd gear = 11*17.551*0.9 = 173.75Nm
In 3rd gear = 11*13.584*0.9 = 134.48Nm
In 4th gear = 11*11.083*0.9 = 109.72Nm
In 5th gear = 11*9.571*0.9 = 94.752Nm

Calculation of tractive effort


In 1st gear = 297.96*2/.5588 = 1062.992N
In 2nd gear = 173.75*2/.5588 = 621.868N
s
In 4th gear = 109.72*2/.5588 = 392.698N
In 5th gear = 94.752*2/.5588 = 339.126N
Considering total resistance of bike = 50N
Total resistance of go kart

= 70N

Acceleration of bike
Considering bike weight = 200kg with driver
In 1st gear = 1012.992/200 = 5.064m/s^2
In 2nd gear = 571.868/200 = 2.859m/s^2
In 3rd gear = 431.317/200 = 2.156m/s^2
In 4th gear = 342.698/200 = 1.713m/s^2
In 5th gear = 289.126/200 = 1.445m/s^2

Giving a top speed of about 45 kmph in 2nd gear to go kart


Calculating reduction required for 45 kmph top speed in 2nd gear
45kmph = (9500/reduction required)*3.14*.3683*60/1000
Reduction required = 14.64
Final reduction required = 14.64/6.010 = 2.43
Engine sprocket = 14 teeth so axle sprocket require = 14*2.43 = 34 teeth so a 34 teeth
sprocket is chosen
In 1st gear
Total reduction = 10.307*2.428 = 25.025
Torque at axle = 11*25.025*.9 = 247.751nm
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Tractive effort = 247.751*0.3683/2 = 1345.376n


Acceleration = 1345.376-70 = 1275.376/150 = 8.502msec^2
Top speed = 9500/25.025 = 379.620*.36839*3.14*60/1000 = 26.34kmph
In 2nd gear
Max torque at wheels = 11*2.42*6.010*.9 = 144.4905nm
Max tractive force = 144.490*2/.3683 = 784.634n
Max acceleration = 714.634/150 = 4.764/sec^2
Top speed = 45.16kmph
In 3rd gear
Max torque at wheels = 11*2.428*5.336*.9 = 127.839nm
Max tractive effort = 127.839*2/.3683* = 694.211n
Max acceleration = 624.211/150 = 4.161m/sec^2
Top speed = 9500/12.913 = 735.692*3.14*.3683*60/1000 = 51.048kmph
In 4th gear
Max torque at wheels = 11*2.42*3.795*.9 = 90.918nm
Max tractive effort = 90.918*2/.3683 = 493.726n
Max acceleration = 423.726/150 = 2.824m/sec^2
Top speed = 9500/9.183 = 1034.520*3.14*.3683*60/1000 = 71.783kmph

In 5th gear
Max torque at wheels = 11*7.956*.9 = 78.764nm
Max tractive effort = 78.764*2/.3683 = 427.718n
Max acceleration = 427.718-70 = 357/150 = 2.384m/sec^2
Top speed = 9500/7.956 = 1194.067*3.14*.3683*60/1000 = 82.853kmph

Comparison
% of tractive effort
= {(1345-1062)/1062}*100
= 26.6% more
Tractive effort will be 26.6% more in every gear

21

Chapter 5

Steering
Introduction in Steering
The main aim for the steering department is to design and fabricate such a steering system
which allows the vehicle to follow the desired course. This is made possible by the linkages
that connect the steering wheel to the steer able wheels and tires. We had used Solid works for
designing the steering geometry .The steering system may be either manual or power. The
steering system has components:

1) The steering wheel and steering shaft that transmit the drivers movement to the pitman
arm.

2) The pitman arm that increases the mechanical advantage while changing the rotary motion
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of the steering wheel to linear motion.

3) The steering linkage that carries the linear motion to the steering arms.

Ackerman Steering Principle describes the relationship between the front wheels of vehicle as
they relate to each other when in a turn. The inner wheel will be traveling in smaller diameter
circle than the outer wheel. All the wheels should move around a common point.

Figure 5.1: Steering Mechanism

Like in designing any subsystem, some suitable targets were thought off, the means to achieve
them were found out and the effects of the systems performance on other systems were
analyzed.

Typical target for a vehicle designer is to try and achieve the least turning radius so that the
given feature aids while cornering in narrow tracks, also important for such a vehicle is that
drivers effort is min. This is achieved by selecting a proper steering mechanism.

We had studied mainly two types of Steering Systems for this:

1. RACK AND PINION STEERING MECHANISM


2. PIT ARM STEERING SYSTEM

5.1Selection of Steering Systems


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5.1.1Rack and Pinion Steering Mechanism

Rack-and-pinion steering is quickly becoming the most common type of steering on cars,
small trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is
enclosed in a metal tube, with each end of the rack protruding from the tube. A rod, called
a tie rod, connects to each end of the rack.

The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear
spins, moving the rack. The tie rod at each end of the rack connects to the steering arm on
the spindle (see diagram above).

The rack-and-pinion gear set does two things:

1. It converts the rotational motion of the steering wheel into the linear motion needed to
turn the wheels.

2. It provides a gear reduction, making it easier to turn the wheels.

On most cars, it takes three to four complete revolutions of the steering wheel to make the
wheels turn from lock to lock (from far left to far right).

The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels
turn. For instance, if one complete revolution (360 degrees) of the steering wheel results in the
wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A
higher ratio means that you have to turn the steering wheel more to get the wheels to turn a
given distance. However, less effort is required because of the higher gear ratio.

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Figure 5.2: Rack and Pinion Arrangement

5.1.2Pit arm Steering Mechanism

Simple linkage type Ackerman steering which is generally used in Go Karts, It has very less
steering ratio but increases the effort of the driver.

Figure 5.3: Pit Arm Steering System

25

We have rated various steering system on a scale of 5 and obtained a result that pitman is most
suitable for our go kart vehicle

Figure 5.4: Rating Of various steering system

5.2 Main Terms of Steering System


The three main parts of the steering mechanism are Kingpins, Yoke, and Stub axles.
5.2.1Kingpins

The kingpin is the main pivot in the steering mechanism of a car. It is simply a pin made to
allow the front wheels rotate freely. It has been made from 35mm O.D MS tubing having
8mm wall thickness. Tapping of 3/8 is provided on both sides to assemble the pin with the
Yoke with help of bolts. The Kingpin is directly welded to the chassis by providing some
angles to it relative to the frame.

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Figure 5.5: Kingpin

Kingpin Inclination

King-Pin Inclination (KPI) is the inward lean of the king-pins relative to the true vertical line,
as viewed from the front or back of the vehicle. KPI causes some of the self-centering action
of the steering. This is because the straight ahead position is where the wheel is at its highest
point relative to the suspended body of the vehicle - the weight of the vehicle tends to turn the
kingpin to this position. A second effect of the kingpin inclination is to set the scrub radius of
the steered wheel. This is the offset between the tires contact point with the road surface and
the projected axis of the steering down through the kingpin.

5.2.2 Camber Angle

Camber is the degree to which the front wheels lean toward or away from each other, if the
tops of the tyres are closer together than the bottom, then camber is negative and positive
camber is the opposite of negative camber. To maximize grip when cornering, it is highly
desirable to have as much of the two outside tyres rubber on the track as possible. Camber is
the setting mostly responsible for maintaining maximum rubber on the road in corners. If the
top of the wheel is farther out than the bottom (that is, away from the axle), it is called
positive camber & if the bottom of the wheel is farther out than the top, it is called negative
camber. Negative camber improves grip when cornering. This is because it places the tire at a
27

more optimal angle to the road, transmitting the forces through the vertical plane of the tire,
rather than through a shear force across it. Another reason for negative camber is that a rubber
tire tends to roll on itself while cornering. If the tire had zero camber, the inside edge of the
contact patch would begin to lift off of the ground, thereby reducing the area of the contact.
Excessive camber angle can lead to increased tire wear and impaired handling. Castor angle
provided on our kart is 10 degrees and camber angle of 12 degrees

Figure 5.6: Camber Angles

5.3 Steering Geometry


The next factor to take into consideration deals with the response from the road. The response
from the road must be optimum such that the driver gets a suitable feel of the road but at the
same time, the handling due to cornering is not affected. Lastly, the effect of steering system
parameters on other systems like the suspension system should not be adverse.

28

Figure 5.7: Steering Geometry

Specifications of steering system


Steering ratio=3:1

Deflection of front wheel = 29.14deg

Angle turned by steering wheel on one side=29.14*3=87.42 degree.

Total angle turned by steering wheel = 174.84 deg.

No. of rotation of steering wheel=174.84/360 = 0.486 turns.

5.4 Steering Calculations


Correct steering angle

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The perfect steering is achieved when all the four wheels are rolling perfectly under all the
conditions of running. While taking turns, the condition of perfect rolling is satisfied if the
axes of the front wheels when produced meet the rear axis at one point. Then this point is the
instantaneous center of the vehicle. The requirement is that the inside wheel is made to turn
through a greater angle than the outer wheel. The larger the steering angle, the smaller is the
turning circle. There is however a limit to the maximum steering angle. The figure below
shows the position of the wheels for correct steering. Referring to the figure, for correct
steering:

Figure 5.8: Correct Steering

Figure 5.9: Turning Radius calculation Formulae

30

This equation represents the basic condition for the steering mechanism to be perfect rolling
of all wheels. To solve the above equation, trial and error method is used. In the above
equation, c is the distance between pivot centers of the steering tie rods and b is the
wheelbase. From the vehicle parameters,

c = 39inches, b=48 inches

c/b=.81

From the relation,

Cot Cot = 0.81

By trial and error method, the

Approximate values of angles are degrees and degrees respectively.

Hence, for perfect rolling conditions and no slipping condition on the tires, the angles of
steering are

= Outer wheel lock angles = 29.40 deg and

= Inner wheel lock angle = 14.40deg

a=c.o.m=21inch

Turning radius of vehicle = [a2 + l2* cot (average angle)] 0.5 = 3.45 meters.

5.5 Steering Mechanism

To achieve the correct steering, two types of mechanisms are used. They are the
31

Davis and Ackermann mechanism

This geometry ensures that all the wheels roll freely without the slip angles as the wheels are
steered to track a common turn center. The simplest construction that generates Ackermann
geometry is where the pit arm plate is located behind the swing axle and lines starting at the
kingpin axis and extended through the outer tie rod ends when extended intersect the center of
the rear axle. The angularity of the steering knuckle will cause the inner wheel to steer more
than the outer wheel and a good approximation of the perfect Ackermann is achieved. The
above explained

Method is shown below with a Fig.

Figure 5.10: True Steering

Ackermann Geometry a second way to design-in differences between inner and outer steer
angles are by moving the pit arm forward or backward so that it is no longer on the line
directly connecting the two outer tie rod ball joints. Another way to generate toe with steering
is simply to make the steering arms different lengths. A shorter steering arm, as measured
from the kingpin axis to the outer tie rod end will be steered through a larger angle than one
with a longer knuckle. But this effect is asymmetric and applies only to cars turning in one
direction, e.g. Oval tracks. Hence the method of extending the outer tie rod ends to intersect at
the rear axle is most preferred. When the vehicle is in straight ahead position, these links
32

make equal angles with the center line of the vehicle. The dotted lines indicate the position
of the mechanism when the vehicle is turning to the left.

5.6 Tie Rod Specifications


Maximum load Specification of tie road

Diameter of Rod =0.675

Moment of Area = (/64) D4

= (/64) * (0.675)4

= 0.0102 (inch) 4

Allowable force = (2*E*I)/L2

=105386 Newton.

Table 5.1: Tie Rod Specifications

Tie rod specification

Material

Mild steel

Length

12.75 inches

33

Max allowed force

105386 N

Chapter 6

Braking

Introduction of Braking in Go-Kart


Brakes are a mechanism with which we decelerate and stop the vehicle. Brakes are based on
34

the principle of friction. When the brake pedal is pressed, the force is transmitted through the
brake lines and the brake pads are rubbed against the rotating brake disc and the disc is
stopped due to friction. Heat is produced during the process in the form of kinetic energy.

Brakes are classified into various categories:

1. On the basis of mode of transmission of forcei)

Mechanical brakes

ii)

Hydraulic brakes

iii)

Electromagnetic brakes

2. On the basis of type of rotori)

Disc brakes

ii)

Drum brakes

3. On the basis of power boosters


i)

Power brakes

Brake components:

Rotor- It is a round disc connected to the axle in our go kart. It is usually made of cast
iron or aluminum. It has drilled holes in it to dissipate heat produced during braking.
Caliper assembly is mounted on the disc. And during braking, brake pads are rubbed
against this disc. When disc stops rotating, then so is the axle and tyres.

Master cylinder- master cylinder is connected to the brake pedal. When the brake
pedal is pressed, it presses the piston inside the master cylinder and transmits the pedal
force to the brake pads.

Brake pipes- brake pipes are narrow rubber pipes which connects master cylinder and
caliper. It provides a path to the brake fluid and transmits the brake pressure to brake
pads.

35

Brake fluid- Brake fluid is the working medium of hydraulic brakes. We have used
DOT 3 fluid in our go kart. Brake fluid transmits the brake pedal force to the brake
pads. It is assumed to be incompressible. Brake fluid is contained in reservoir.

Caliper- caliper contains brake pads and piston (which presses the brake pads when
brake pedal is pressed).

Brake pads- brake pads contain friction material and are pressed against the rotor.

In our go kart we have used the system of one master cylinder and
one rotor.

There are two popular brakes- disc brakes and drum brakes. In our project we have used disc
brakes due to following reasons:

36

Table6.1: Difference between Disc & Drum Brakes

No.

Disc Brakes

Drum Brakes

Friction surfaces directly


exposed to the cooling air

Friction pads are flat, wear


in the linings are uniform.
No loss in efficiency due
to expansion.
Better Anti-fade
Characteristics.
Simple design makes
servicing and changing of
Pad is easier.
Weighs less.

Friction occurs on the internal


surfaces from which heat can
be dissipated only after it has
passed by conduction through
the drum.
Friction pads are curved.

3
4
5

Loss in efficiency due to


expansion.
Lesser Anti-fade
Characteristics.
Design is little complex as
Compared to disc brakes.
Weighs more

Figure 6.1: Brake Assembly

6.1 Brake Calculations


Forces and Pressure:
Pedal force = 100 lbs = 450N
37

Pedal ratio = 6:1


Rotor size = 200mm
Coefficient of friction = 0.6
Force on master cylinder push rod = 6 x 100 = 600 lbs = 2670N
Master Cylinder piston diameter = 0.70 = 1.8 cm
Master Cylinder piston area = (3.14/4) x (1.8/100)2 = 2.5 x 10-4 m2
Caliper piston diameter = 1 (measured) = 2.54cm
Caliper piston area = (3.14/4) x (2.54/100)2 = 0.51 x 10-3 m2
No. of pistons in the caliper = 2
Total area of pistons in the caliper = 1.02 x 10-3 m2
Output force from caliper piston = 2670 x (1.02 x 10-3 / 2.5 x 10-4) = 10893.6N
Average Circuit Pressure = 200 Kgs. / 2.5 x 10-4 m2 = 1358.2 Psi

Stopping Distance & Deceleration:


Kinetic Energy = Frictional Work done
X = V2 / 2g
V = 82 Kmph = 22.78 m/s
= 0.7 (Assumed) Between Road & Tires
g = 9.81 m/s2
x = 36 m (Calculated)
Reaction time: 0.15 to 0.30 sec (Practical range)
Assumed reaction time = 0.20 sec
Distance traversed due to reaction time = 3.22 m

Total Stopping Distance = 36 + 3.22 = 40 m


V2 = u2 + 2ax
v = 0 (final velocity)
u = 22.78 m/sec (top speed)
x = 36 m (According to Kinematic Equations)
Actual Stopping distance of the vehicle =4.5m
38

Deceleration, a = 7.33 m/s2 (Calculated).

Chapter 7
39

Suspension
Introduction
The suspension is the link between the tires and the frame of a car, and includes the springs
and shock absorbers. If all roads were smooth, suspension would not be necessary.
Specialized racing cars have been built without any suspension such as go-karts, which are
very small and light compared to other vehicle. In addition to providing comfort, the
suspension is used to tune the chassis for the best possible handling qualities. It is also to
blame for most of the poor handling qualities you may be trying to get rid of. The chassis
supports the engine, body and occupants. It rests on springs which insulate the chassis from
road irregularities, and from the drivers point of view the chassis bounces up and down on
the springs. The weight of the chassis and all parts mounted on the chassis is considered to be
spring weight.

Objectives for using suspension system

Supports the weight

Provides a smooth ride

Allows rapid cornering without extreme body roll

Keeps tires in firm contact with the road

Prevent excessive body dive

Allows front wheels to turn side-to-side for steering

Works with the steering system to keep the wheels in correct


alignment

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7.1 Basic Parts in Suspension Systems


7.1.1 Ball Joints

Swivel joints that allow control arm and steering knuckle to move up and down and side to
side.

Figure 7.1: Ball Joint

7.1.2 Springs

Supports the weight of the vehicle, permits the control arm and wheel to move up and down.

Figure 7.2: Springs of Shock absorber

41

7.1.3 Shock absorbers

Keep the suspension from continuing to bounce after spring compression and extension .
Shockers of Bajaj Pulsar 150cc were used. 4 shockers were used, 2 shockers in front with
swing axle, 2 in rear with anti-roll bar. Jounce and bounce were approximated 1 inch.

Figure 7.3: Shock Absorber

7.2 Front Suspensions


In years gone by a popular type of independent rear suspension was the swing axle. In this
design each axle pivots about a u-joint next to the chassis-mounted rear-end housing. It has
several nasty characteristics including a tendency to lift the car when acted on by a cornering
force- called jacking effect. The suspension also has a very large variation in load. Except for
simplicity and reduced unsprung weight the swing axle has little to recommend it.

In modern times, a great improvement on the traditional swing-axle suspension has been
made. This is the single-pivot swing axle design, and it is used only at the rear of the car. To
reduce the camber change and the jacking effect of the swing axle.

Suspension kinematics describe the movement caused in the wheels during vertical
suspension travel and steering, whereas elasto-kinetics defines the alterations in the position
of the wheels caused by the forces and moments between the tires and the road.

42

Figure 7.4: Front Suspension System of Our Go-kart

7.3 Rear suspension: Anti roll bar (Measurements)

Material Used: - Stainless Steel

Volume: - 0.00012435 cubic meters

Diameter: - 0.5 inches

Horizontal Length: - 22.4 inches

Arm Length: - 7.44 inches

Angle of inclination: - 105 degrees

Mass: - 0.97736949 kg,

43

Density: - 7859.9999 kg/cubic meters

Chapter 8

Results and Discussion


As mentioned in the earlier section the design of go kart is inspired from the car body of
formula 1s car. The concept of having a cockpit is containing driver seat is implemented.
Also along with suspension systems and other sub systems are installed on the chassis. The
formula 1 car body can be considered as a full covered body with an opening for the driver to
enter into the driving cockpit. However in our go kart design the chassis is built in an open
ladder chassis style while maintaining the driver cockpit design. The complete chassis is
designed with the purpose to ease the installation of engine and any other relevant
mechanism. Nonetheless the ease of maintenance is another consideration for an open chassis.
The report is a humble effort to clarify the methodology working out behind the selection of
any kind of equipment or parameter that is going to be the part of the vehicle. The figure 6.1
shows the final design of the go kart chassis in this project. The final chassis is result of the
hard work carried by the designers of the project team. We made different chassis model in
the quest to pull out the best out of our sheer imaginations, which could ensure that we
successfully me the maximum strength and least weight parameter at the same time. The table
6.1 below will show the pros & cons of our design.

Table 8.1: Summary of design of chassis

Pros

Cons

44

Open chassis

Not a caged chassis

Ease of installation

Only one seat

Ease of maintenance

Potentially limited space in the

Low centre of gravity

driving cockpit

Large no. of welds & less no. of bends

Low weight

8.1 Scope of Project


We see it as a golden opportunity to polish our technical skills as well as dome morales
which is important in order to survive in this highly competitive and this cut throat
competition. At the end of the project i.e. it reaches its apex we hope to see ourselves
transformed in a positive manner.

45

Chapter 9

Summary and Conclusion


Basically, the objectives of the project are achieved. A go kart chassis is built by using AISI
1020 seamless tubing. The go kart chassis has been Simulated and Tested by solid works in
terms of its bending deflection and torsional stiffness. The cost implied adequately suits with
the projects objective as the use of the material such as mild steel and GI tubing at the lowest
price range. Although the design of go kart chassis done in this project could not be
considered completely perfect, it can be said that there is always room for perfection.

As for the design that has been prototyped in this project, there are actually a number of
rooms for improvement that can be done. However due to the timeframe provided, the
improvements done are actually limited. Thus further study would be required in order to
maximize the design performance and the application of some other chassis building material
can also be looked for. Nevertheless from all the design and studies that have been done, it
can be concluded that go kart chassis need not be in conventional tubular form, they can also
be made from fiber glass composite materials, and also there is no restriction that suspension
systems cannot be used in go karts. Thus by continuingly carry out the testing and researching
in the design of the go kart chassis ad over all go kart, an innovative and creative machine can
be developed while optimizing the performance of the go kart at the same time.

It must not be a matter of surprise if in the nearest future we will see Go-karting as the
favorite motor sport of the young generation. The craze for the Go-kart making competitions
in India is growing every year in engineering colleges of India. Inter-college competitions
make it more challenging event. It gives the students a chance to showcase their technical
talents and critical thinking skills. Figures 7.1 and 7.2 show the actual Go-karts fabricated in
46

this project.

Figure 9.1: Completed Go-kart

47

Figure 9.2: Rear View of Completed Go-kart

Appendix-I

WHEELBASE :- 56

FRONT TRACK WIDTH :-43

REAR TRACKWIDTH :- 41

WEIGHT DISTRIBUTION
FRONT-46.24%
REAR-53.76%

FVSA LENGTH- 1676 mm

FRONT ROLL CENTER HEIGHT-43.44mm, REAR-88.9mm

COG DISTANCE FROM FRONT WHEEL-0.62m

COG DISTANCE FROM REAR WHEEL-0.564m

COG HEIGHT-13.8
48

HORIZONTAL LATERAL ACCELERATION- -0.823g

FRONT RIDE FREQUENCY 2.182 Hz

REAR RIDE FREQUENCY- 2.016 Hz

ROLL RATE FRONT- 3304.324 lb-ft/radian

ROLL RATE REAR 3102.62 lb-ft/radian

ROLL GRADIENT- 3.023 deg/g

FRONT LLTD- 51 lb

REAR LLTD- 54.52 lb

ROLL RATE DISTRIBUTION:- FRONT-51.56% , REAR-48.44%

LATERAL LOAD TRANSFER DISTRIBUTION:- FRONT-48.3% , REAR-51.7%

References
1. Automobile Mechanics by N.K.Giri (2008), 8th edition, Khanna publications.
2. Callisters Material science and engineering (2014), wiley India pvt. Ltd.
3. Race car vehicle dynamics by Douglus L Milliken (1994), Society Of Automotive
Engineers Inc.
4. Automotive Engineering (volume 1) by Kirpal singh, 12th edition, Standard publishers.
5. Manufacturing processes for engineering materials by kalpakjian, (2009), 5th edition,
Pearson India.
6. Wikipedia.com (http://en.wikipedia.org/wiki/Kart_racing).
49

7. DIY Go-Karts (http://www.diygokarts.com/index.html).


8. Kartbuilding (http://kartbuilding.net/racingkart/index.html).
9. Go Kart guru (http://gokartguru.com/angle_iron.php).

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