# Design Report

Sameer Lad Aditya Nijap

Captain
Team HOTSHOTS
St. John College Of Engineering And
Technology
Manor Road, Near Shakti Udyog Industrial Area,
Vevoor Village, Palghar, Maharashtra 401404
Member
Team HOTSHOTS
St. John College Of Engineering And
Technology
Manor Road, Near Shakti Udyog Industrial Area,
Vevoor Village, Palghar, Maharashtra 401404

#TEAM HOTSHOTS
I. INTRODUCTION
A go kart is defined as a small, light, low-
slung, four-wheeled vehicle usually powered
by a gasoline engine, used for racing.
The Teams primary objective is to design a
safe and functional Go-kart vehicle based on a
rigid and torsion-free frame, powered by a well
mounted drive-train and to understand the finer
aspects of vehicle design with the ultimate
motive of fabricating a prototype vehicle that
could be manufactured for consumer sale,
while strictly adhering to the competition
rulebook. The secondary objective is to
enhance drivers comfort and safety, and to
increase the performance and manoeuvrability
of the vehicle. To achieve our goal the team
has been divided into different core groups,
each responsible for the design and
optimization of major sub-systems which are to
be later integrated into the final blueprint.
II. DESIGN METHODOLOGY
We approached our design by considering all
possible alternatives for a system & modelling
them in CAD software like Solid
Works. We then subjected the models to
analysis using ANSYS software. Based on
analysis result, the model was optimized and
re-tested and a final design was selected.
The design process of the vehicle is iterative
and is based on various engineering and
reverse engineering processes depending upon
the availability, cost and other such factors. So
the design process focuses on following
objectives:
#TEAM HOTSHOTS
Safety
Aesthetics & Boundary Layer
Phenomenon
Strength
Standardization
Easy and Cost Effective
Manufacturing
Driving feel and ergonomics
With this we had a layman's view of our kart.
This started our goal and we set up some
parameters for our work and distributed
ourselves into following group.
Sub-Teams for Design
Chassis design
Steering system design
Braking and Wheels
Drive train design
Bodywork and Composites
Electrical design
Fuel tank and Exhaust
We proceeded by setting up a tentative budget
for the project. Throughout the design process,
we distributed the budget in such a way that if
we had to assign some more money to one
system, we would try to reduce that amount
from some other system (if possible).
The design section of this report is broken into
four major topics-
Design objectives
Design calculations and analysis
Optimization
Testing
Based on the overall design objectives of
durability, performance, and light- weight
design, the component is evaluated by the
design team and must meet all of the criteria to
become a part of the overall successful design.

Possible alternatives were also considered
during each process and testing commenced
once the chosen design met the design
objectives.
III. CHASSIS MODELLING
OBJECTIVE:
The chassis is designed to meet all the
technical requirements of competition. The
objective of the chassis is to encapsulate all
components of the kart, including the driver,
efficiently and safely. Principal aspects of the
chassis focused on during the design and
implementation included driver safety, drive
train integration, structural weight, and
operator ergonomics. The number one priority
in the chassis design was driver safety.
Referring the competition rules and by using
Finite Element Analysis (FEA), the design was
finalized.
MODELLING
Chassis without Bumpers
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Chassis with Bumpers
SELECTION OF MATERIAL:
The material AISI-1020 is used in the frame
design because of its high machinability, high
strength, high ductility, good weld ability as
well as good manufacturability. A good
strength material is important in a roll cage
because the roll cage needs to absorb as much
energy as possible to prevent the roll cage
material from fracturing at the time of high
impact. AISI-1020 is chosen for the chassis
because it has structural properties that provide
a low weight to strength ratio.
1 inch diameter tube with a thicker wall of 3
mm thickness is used instead of 1.5 inch
diameter tube with a thinner wall for
manufacturability purposes. Although the
thinner walled 1.5 inch diameter tube would be
slightly lighter than the thicker walled 1 inch
diameter tube, it would be more material and
more difficult to weld. Then it is also subjected
through analysis in ANSYS software.
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The chemical composition of the material is as from that foam padding is provided over the
- pipes adjacent to driver.

Iron Fe = 99.08 - 99.53 %

Carbon C = 0.17 - 0.23 %
FEA SAFETY ANALYSIS:
Manganese Mn = 0.30 - 0.60 %
Sulphur S = 0.05 % Aside from exceeding the minimum material
Phosphorus P = 0.04 % requirements set by the discussion among team
members, structural integrity of the frame was
The various Physical and Mechanical verified by comparing the analysis result with
properties of the material are as follows- the standard values of the material.
Sr. Property Value
Measured weights and theoretically calculated
No.
1. Density 7.87 g/cm3 loads were applied on the frames mode in
2. Hardness, Rockwell 64 ANSYS-Work Bench at respective places,
3. Tensile Strength, Ultimate 394.72 boundary conditions like standard earth
MPa gravity, supports etc. were also applied to
4. Tensile Strength, Yield 294.74
MPa analyse and simulate the body for structural
5. Elongation at Break (in 36.5% safety, stresses, deformation, safety factor, etc.
50mm)
6. Reduction of Area 66% Using this FEA method different analysis like
7. Modulus of Elasticity 200 GPa
front impact, side impact, rear impacts
8. Bulk Modulus 140 GPa ,structural analysis, modal analysis and thermal
9. Poissons Ratio 0.290 analysis were conducted using 4-node
10. Shear Modulus 80.0 GPa quadrilateral and other shell elements at
respective places ( to generate mesh).
The above mentioned properties satisfy the The results and values of different design
technical requirements of the material which is parameters involved in above said analysis are
to be used in frame. discussed here after.
SAFETY: The Factor of Safety (F.O.S.) is determined by
The Roll cage features are first implemented by the using the formula:
keeping in mind the safety requirements of the
event. The first primary safety standard F.O.S =
focused on during design is to maintain the
proper clearance of the drivers body rest to the The results from these different analysis modes
other rigid parts like engine compartment, are accurate for the type and amount of load
firewall structure, and panel bracing of the that was applied to the known material and
vehicle. Once the basic requirements are geometry. They also assure the safety of the
fulfilled, the other safety designs are frame in the different cases of impacts.
implemented. The chassis is designed to give However, these loading scenarios generally do
the driver extra space to operate the vehicle not exactly represent actual impact modes.
easily. The place of the fire extinguisher is
designed at an easily accessible point and apart

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To accurately depict an impact or collision CHASSIS SELECTION

incident, dynamic loading would have to be PARAMETERS:
used to simulate the types of impact loading
PARAMETER PRIORITY REASON
that would occur during an actual collision. It
Light-Weight Essential A light race
would be very difficult to accurately model this car is a fast
event without known data gathered from an race car
actual collision in various lateral position along Durability Essential Must not
deform
with the longitudinal directions.
during rugged
driving
Meeting Essential Must meet
Requirements requirements
This data could be gathered using strain gauges
to compete
attached to the frame of the vehicle. Simple Frame High Majority of
frame
fabrication
done in
With the data collected from the FEA workshop
simulations, the roll cage was found to have a Attractive Design Desired Easier to sell
theoretical factor of safety of approximately an
aesthetically
more than 2.0. This result also illustrates that
pleasing
the frame ensures the maximum amount of vehicle
driver safety restraint. Attaching the seat belts Cost Low Car needs to
to the most rigid and structural chassis be within
budget
components guarantees reliability of the seat
belt under the extreme forces possible in a
collision. Using a quick release lever style seat
belt clasp gives the driver the ability to get out
of the vehicle in a safe amount of time in. The STRUCTURAL RIGIDITY:
safety restraints provided in the car will be Overall, frame structural rigidity is important
sufficient for keeping a driver safe in the event to enhance the capabilities of a 4-wheeler
of a collision, while still allowing the driver to vehicle. To measure the overall frame rigidity,
escape in the required amount of time. torsional rigidity analysis was conducted
through FEA. The objective of the torsional
rigidity analysis was to manipulate the chassis
design within the FEA software to increase the
amount of torque per degree of chassis
deflection. By theoretically increasing this
value, the actual vehicle could have the ability
to be more torsion-ally rigid, making it able to
withstand more intensive without failure. To
achieve this analysis, a simulated force which
is equivalent to the gross weight of the vehicle
is calculated. And that equivalent force is:

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F=Mg

F = 180 9.81

F = 1765.8 N

The calculated force is placed on one of the

corners of the frame while other three corners
are kept fixed by constraining. The
deformation and stress are as follows:

Max. Generated stress = 4.213 10-8 Pa

Max. Deformation = 8.943 10-4 m

The factor of safety thus obtained by this test is

greater than 2.

The result is displayed as:

Deformation Analysis

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Stress Analysis helps to determine whether a member is under

high or low stress, in the scenarios discussed
previously, making the chassis design process
efficient and effective. Chassis members are
made out of 0.11811 inch (3mm) wall
thickness and 1 inch (25.4mm) outer diameter
AISI- 1020. This material is chosen because of
its weight reduction capability and beneficial
material properties, as stated previously. By
accurately determining stresses on the chassis
in different scenarios, weight reduction is able
to be maximized through material selection and
placement. Also, the simplicity of the frame
design i.e. use of less number of members
tends to reduction in the weight. The final
weight of the chassis, measured on software is
... kg and the gross (final) weight of the vehicle
along with the driver is estimated to be 180 kg.

WEIGHT:

Keeping the frame as light as possible is a top

priority. When power is limited, vehicle weight
is a large factor in vehicle performance. The
frame is one of the largest and heaviest
components of the car, and which is why
special attention should paid on the vehicles
frame weight. The strategy used to minimize
weight consists of determining defined goals
for the chassis and employing the correct
material in the best places to accomplish those
goals. Once baseline safety design
requirements are met, FEA aids the material
decision making process. FEA specifically

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AESTHETICS: more bends, a bending die can perform the job

Aesthetically, the roll cage design is improved
by the use of more rounded corners than the
straight. The unique use of rounded corners
allows for a more pleasing look to the vehicles
body as well as a reduced number of welded
joints. The use of continuous bended pipes
also reduced the number of joints. The lack of
sharp edges on the roll cage allows for the
design of more streamlined body panels which
not only look smoother, but also have a
positive effect on the overall aerodynamic drag
forces.
MANUFACTURABILITY:
All design work for our Go-kart vehicle has
been done in the SolidWorks software. Using
this program to produce three dimensional
models allowed easy revision of prebuilt
designs, and gave design team members a
visual picture of what the frame would look
like. After the design of the frame was
finalized, a list of required support members
was created and the frame model was modified.
The design for manufacturability, ergonomics,
and aesthetics for the roll cage are favourable
for its reproduction, serviceability, and
comfort. The material selected (AISI-1020) has
good manufacturability qualities.
of bending behalf of the welding and joining
hence reducing man hours and production
costs. All bends are designed to be made using
a tube bender fitted with primary die of... cm,
secondary die of... cm, and tertiary die of .. cm
diameter, which would eliminate costly tooling
changes from the manufacturing process.
WELDING:
The material which is used (AISI-1020) has
good weld ability. All welds on the vehicle will
made using a MIG (metal inert gas) welding
process. MIG welding uses an arc of
electricity to create a short circuit between a
continuously fed anode (+ the wire fed gun)
and a cathode (- the metal being weld). MIG is
selected because it provides the best control of
heat affected zones, while also reducing
internal stress in the frame selected in order to
allow the weld to flex slightly without
cracking. It provides strongest welds, faster
welding speed and is clean and efficient, which
makes welding easier.

To increase manufacturability, many bends are

used as frame members. These bends not only
give the vehicle a sleek, attractive look but also
reduce the total amount of frame members and
welds between these members resulting in a
lighter, cheaper, and customized chassis.

By implementing bends into the design of the

frame, the number of cuts and welds are
decreased. Decreasing the number of cuts and
welds lowers the production cost and increases
overall chassis strength. For example, by using

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IV. ENGINE V. STEERING SYSTEM

ENGINE SELECTION OBJECTIVE:
PARAMETERS:
The steering system is designed to withstand
PARAMET VALUE REASON the stress of safely manoeuvring the vehicle
ER through any type of possible condition at the
Light-Weight Essential A light race car is a time of driving. The purpose of the steering
fast race car
system is to provide directional control of the
Meeting Essential Must meet
Requirements requirements to vehicle with minimum input force.
compete
Power High Must be powerful to The main goal for steering is to have turning
be able to sustain radius of 2m or less.
the gross weight of
the car
Fuel High Must be fuel
Efficiency efficient DESIGN:
Max RPM High Required for high
performance Simplicity and safety were the main design
Cost Low Vehicle needs to be specifications for the vehicles steering system.
within budget
While designing the steering system, the
constraints that we possessed were centre
alignment of steering system, track width,
We are using a 2nd Hand, 4 stroke, and 124 cc human effort at the steering wheel and the
Petrol engine of Suzuki make in our cart. The desired response of the steering system.
engine has been serviced and is in a healthy
and good running condition. A Pivot Pin steering arrangement with Knuckle
& Stub Axle is chosen due to its light weight,
simple design and low cost. Also, it has very
less play due to limited number of joints. This
SPECIFICATION VALUE
system provides the driver simplicity and
S
Engine Type 4 Stroke, Spark Ignition
directional control over vehicle according to
Engine Displacement 124cc condition.
(cc)
Power (Ps@rpm) 8.8Ps @ 7000rpm
Power (bhp@rpm) 8.7bhp@ 7000rpm
Torque (Nm@rpm) 9.8Nm@ 5000rpm
Bore 53.5mm
Stroke 55.5mm
No. Of Cylinders 1
Valves (per cylinder) 2
Fuel System Carburettor
Fuel Type Petrol
Ignition Spark Ignition
Transmission Type Centrifugal clutch based
chain drive

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CALCULATIONS:

From line diagram:

AD =

Where, = Turning Angle (40)

AO = Wheelbase of vehicle = 1050 mm

AD = 1633.51 mm

Also: OD = AD sin(90- )
Line Diagram of Steering System
OD = 1251.34 mm

Therefore, from the line diagram, Turning

Radius (R):

R= + OD

Where,

w = width of car = 800 mm

R = 1651.34 mm

This gave a turning radius of 1.65 m. In this

geometry, when a car is taking a relatively
Line Diagram for Turning Radius wide turn, the point where axle lines intersect
is the point about which the car is turning; and
Calculation

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that point is known as Turning Radius of the

car.

Caster angle is the most important factor

governing how the kart will handle. It will
make the kart more stable in rough condition
and the karts straight line stability will also be
improved. We have set up our Caster angle as
15 degrees along with a Negative Camber
angle of 2 degrees.

King-pin inclination is used to make a steering

system tend to return to the straight ahead or Total Deformation
centre position. Our kingpin is inclined at 12
degrees, which gives self-centring effect and
leads to less steering effort.

ANALYSIS OF KNUCKLE:

Equivalent Stress

Safety Factor

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STEERING SYSTEM of the engine shaft reaches 2300. There is a 14-

SPECIFICATIONS: teeth sprocket connected to the centrifugal
clutch which is connected to another 37-teeth
SPECIFICATION VALUE
sprocket on the drive axle. The two sprockets
Inner Turning Angle 40 degrees are connected via a chain, and the transmission
Outer Turning Angle 40 degrees ratio is 1:6.5. This setup has an advantage in
Turning Radius 1.65 m
that it does not need any driver interaction, and
that it is mechanically simple. We are using the
Castor Angle 15 degrees 8.7 bhp, 124 cc engine. In this engine, a
Camber Angle 2 horizontal output shaft is provided, which
degrees(negative) would be customized by us and a 14-teeth
King-Pin Inclination 12 degrees
small sprocket would be attached to the shaft.
Tie-rod Length 310 mm Now the final drive would be a chain drive
where the chain will attach to the rear 37-teeth
sprocket mounted on the rear axle. Hence the
VI. TRANSMISSION final drive gear ratio is 1:6.5 .Which is
calculated by

When a gear train has multiple stages, the gear

OBJECTIVE:
The drive-train is a very important part of a
racing car, taking into consideration that all of
the cars power is transmitted through the
drive-train system to the ground.
The challenge is to harness the engines power
and distribute it to the ground in the most
efficient way. The drive-train needs to be able
to operate in the lowest and highest gear ratios
while performing in all of the different aspects
of the competition.
DESIGN:
ratio for the overall gearing system is the
product of the individual stages. For example,
for the gear at left the blue gears are 14 and 37
teeth, while the green gears are 15 and 37 teeth.
Thus, the first gear ratio is 14:37 and the
second is 15:37. Multiplying the two together
gives
= (14x15) :( 37x37)
= 210: 1369 =1:6.5
This is 1:6.5. So the big green gear will make 1
turn for every 6.5 turns of the small blue gear.

The goal of the drive-train/transmission system Hence the gear ratio of the final drive is 1:6.5
is to transfer power from the engine of the which will provide the required torque to the
vehicle to the wheels. The power transmitted vehicle to run.
must be able to move the vehicle. Acceleration
is also an important characteristic controlled by
the drive train. There are several different
methods of power transmission that have been
used in cars. The transmission used in our
vehicle is a Centrifugal Clutch based Chain
Drive transmission. This transmission uses a
centrifugal clutch which engages when the rpm

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Sample Go-Kart Tyres

TYRES SELECTION
ENGINE: PARAMETERS:
We are using 124cc & 8.7 bhp engine for the
power transmission. Engine is mounted in the PARAMETER PRIORITY REASON
position above the rear axle on a rigid frame Light-Weight Essential A light race car
with the anti-vibration mountings. The is a fast race car
positioning of engine is decided on the basis of Durability Essential Must not deform
during rugged
the availability of the space in the engine driving
compartment of the frame. The drive is shown Meeting Essential Must meet
as follow. Requirements requirements to
compete
Friction High Must be able to
stop the vehicles
at high speeds
Suspension High Must be able to
Ability absorb shocks
during rugged
driving
Cost Low Car needs to be
within budget

TYRE SPECIFICATIONS:

Sample Picture of Drive SPECIFICATIONS VALUE

Thickness (Front) 4.5" / 115 mm
VII. TYRES AND RIMS Thickness (Rear) 7.1" / 180 mm
Outer Diameter (Front) 11" / 280 mm
OBJECTIVE: Outer Diameter (Rear) 13" / 330 mm
Inner Diameter (Front) 5" / 127 mm
For Go-Karts, wheels and tyres are much Inner Diameter (Rear) 5" / 127 mm
smaller than those used in a normal car. The
tyres should have increased grip and a hard
one. Also, they should withstand high RIMS SPECIFICATIONS:
temperatures generated during driving and
SPECIFICATIONS VALUE
braking.
Material Aluminium
Alloy
Thickness (Front) 4.9" / 125 mm
Thickness (Rear) 7.1" / 180 mm
Diameter (Front) 5" /127 mm
Diameter (Rear) 5" / 127 mm
Mounting Type (Front) Bearing (6003)
Mounting Type (Rear) Bolt on type
PCD (Rear) 59 mm

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RIM - HUBS:

We are using customized hubs that we have

designed. Below is the 3D model of the hub
followed by its stress analysis.

ANALYSIS OF HUB:

Forces used:

Lateral force = 2g - 3532 N

Torque = 10 Nm
Stress Ratio

CAD Model of Rear Wheel Hub

Safety Factor
ANALYSIS OF HUB:

Equivalent Stress
Total Deformation
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VIII. BRAKING SYSTEM
OBJECTIVE:
The purpose of the brakes is to stop the car
safely and effectively. In order to achieve
maximum performance from the braking
system, the brakes have been designed to lock
up rear wheels, while minimizing the cost and
weight.
DESIGN:
The brake system design includes a single disc
at the rear axle to stop the vehicle. It is
mounted in the centre position of the axle
besides the position of drive train sprocket, so
as to enable good balancing requirement.
Master cylinder is mounted at the front near the
brake pedal providing the driver with easily
accessible space. We are using a MC (Master
Cylinder) with single input and single output.
BRAKING SYSTEM
CALCULATIONS:
Brake pedal
Passenger cars generally use a pedal ratio of
1:4 to 1:6. We selected a pedal ratio of approx.
1: 3, i.e., when the driver applies 1N force it
gets multiplied 3 times to produce a 3 N force.
Master Cylinder
Analysing the available ones, we choose the
master cylinder of Pulsar 220. The piston
diameter of the MC is 12 mm.
Calliper and Rotor Disc Selection
We compared the rotor-calliper assemblies of
too many 2-wheelers. Finally we zeroed in on
rotor disc of Honda Aviator and calliper
assembly of Honda Unicorn (2 pistons) which
had the following dimensions
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Diameter of Rotor Disc = 190 mm
Calliper piston Diameter = 25 mm
Calculation of stopping distance with
the selected components
Maximum force that a driver can apply while
applying brakes is assumed to be 30 kgf.
Force on pedal (P.F.):
P.F. = 30 9.81
P.F. = 294.3 N
Thus, Force on Master Cylinder Piston
(F.M.C.):
F.M.C. = Pedal ratio P.F.
F.M.C. = 3 294.3 = 882.9 N
Area of Master cylinder piston (AMC)
AMC = x (Radius of master cylinder piston)2
= x (6 x 10-3)2
= (1.130 x 10-4) m2
Thus, Pressure developed in Brake Line (P.B.):
P.B. = FMC / AMC
= (7.81 x 106) N/m2
The pressure developed in the Brake Line will
be equal in the whole system.
Now, Area of Calliper Piston (A.CAL.):
Now,
ACAL = (radius of calliper piston)2
ACAL = x (12.5 x 10-3)2
= (4.908 x 10-4) m2
Therefore, Force on Brake Calliper (F.CAL.):
F.CAL = P.B. x ACAL
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= (7.81 x 106) x (4.908 x 10-4) m2 Thus, Total Braking Force (T.B.F.):

F.CAL = 3833.148 N T.B.F = Force on tyres

Thus, Force on rotor Disc or Clamp Force T.B.F = 2623.28 N

(C.F.):
Now,
C.F. = 4 x F.CAL
Deceleration =
C.F. = 15332.592 N

Now, Total friction force (F.F.):

Deceleration =
F.F. = C.F. x pr
= 14.57 m/s2
Where, pr = Coefficient of friction between
Brake Pad & Rotor Disc. Therefore, Stopping Distance (S.D.):
= 15332.592 x 0.3 S.D. = (Max.Velocity)2 / 2 x Deceleration
= 4599.778 N = 11.11 m
Now, Effective Rotor Radius (E.R.R.):

E.R.R = Considering Max. Velocity of vehicle to be 65

km/h or 18 m/s.
Where,
Since, this system meets the target
O.D. = Outer Diameter of disc i.e. 190 mm I.D. performance; we go ahead with this design.
= Inner Diameter of disc (Only till friction
surface) i.e. 130 mm
BRAKE SPECIFICATIONS:
Thus,
SPECIFICATIONS VALUE
E.R.R = 80 mm
Pedal Ratio 1:3
Therefore, Torque on rotor (T.R.): Diameter of M.C. piston 12 mm
Diameter of Disc 190 mm
T.R. = F.F. x E.R.R Diameter of Calliper piston 25 mm
Pressure in Brake line (7.81 x 106)
T.R. = 4599.778 x 80 N/m2
Clamping Force 15332.592 N
= 367.26 Nm Friction Force 4599.778 N
Since we have a single disc, mounted on axle Effective Rotor Radius 80 mm
itself, therefore, Force acting on tyres: Torque on Rotor 367.26 Nm
Force on Tyre 2623.28 N
Total Braking Force 2623.28 N
Force on tyres =
Deceleration 14.57 m/s2
Stopping Distance 11.11 m
Force on tyres = 2623.28 N

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Having the above values, the brake system will
work in a proper manner and will satisfy the
requirements of Rule Book, also keeping in
mind Driver's safety. Here is the brake line
block diagram which states the position of
various parts of the brake system.
Master Cylinder Mounting:
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Brake Disc Mounting:
TESTING:
Analysis of Master Cylinder
Mounting:
The mount for the master cylinder was tested
using the 3D stress analysis in ANSYS. The
base of the mount was fixed, and a 50 kg force
was applied to the two bolt holes. The result is
shown in figure. The maximum deformation
that occurred in the stress analysis was 4.633
10-4 m at the highest point on the mount, which
is negligible hence will not affect the design of
the brake mount.
Shear stress
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Analysis of Brake Rotor/Disc:

The brake disc is analysed in thermal module

of ANSYS software where the disc is analysed
by placing the boundary conditions as
temperature, convection i.e. (.55), and
coefficient of thermal expansion. The total heat
flux as well as total heat generation is
calculated during the process. The results of
disc analysis are shown as-

Equivalent Stress

Heat flux

Total Deformation

Temperature

Safety Factor

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The results of disc analysis show the maximum

heat flux of 227.3 W/m2 , and the total
temperature at the contact surface of the disc is
36.838o C.

According to the results obtained it is simply

defined that the disc will be in safe mode and
the chances of the brake fading due to
overheating are negligible.

Analysis of Hub for mounting Disc:

Safety Factor
The hub for the disc was tested using the 3D
stress analysis in ANSYS. A lateral force of 2g
(3532 N) and a torque of 10 Nm (equal to
engine torque) were applied to the hub. The
results are as follows:
BRAKE DESIGN
CONSIDERATIONS:

PARAMETER PRIORITY REASON

Simplicity High Overall goal of
vehicle
Performance High Capable of
stopping vehicle
at max speed
Light-Weight Essential Light weight parts
to reduce gross
vehicle weight
Total Deformation Reliability Essential Prevents
formation of air
bubbles within the
brake line
Ergonomics Essential Optimal pedal
assembly to suit
every driver
Cost Low Car needs to be
within budget

Equivalent Stress

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IX. SYSTEMS USED
1. IGNITION SYSTEM
ELECTRIC START SYSTEM:
A D.C. starter motor has been used to make the
engine self-starting. The starter motor has been
connected to the 12V, 6Ah battery via a relay
circuit. The motor comprises of a solenoid
coupling. The circuit diagram is shown in the
below image.
2. FUEL SYSTEM
INTRODUCTION:
The function of the fuel system is to store and
supply fuel to the cylinder chamber where it
can be mixed with air, vaporized, and burned to
produce energy. The fuel, which can be either
gasoline or diesel, is stored in a fuel tank. A
fuel pump draws the fuel from the fuel tank
through fuel lines and delivers it through a fuel
filter to either a carburettor or fuel injector and
finally to the cylinder chamber for combustion.
Tank location and design (shape, volume)
always depend on the available space. Most
automobiles have a single tank located in the
rear of the vehicle. Todays fuel tanks have
internal baffles to prevent the fuel from
sloshing back and forth. All tanks have a fuel
filler pipe, a fuel outlet line to the engine and a
vent system. We are using a Carburettor based
Fuel system for our vehicle.
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CARBURETOR (aka CARB):
This is the old school type for getting the
air/fuel mixture into the combustion chambers.
Although it is very rarely used in modern
vehicles it was the most common type used
until the early 90s in both cars and bikes. Its
design is straightforward as can be seen in the
figure below.
There is a butterfly valve named throttle plate.
This is commonly connected through a line to
the accelerator pedal or lever depending on the
vehicle. The more you push the accelerator, the
more that valve opens delivering more air/fuel
mixture to the engine.
3. ELECTRICS & ELECTRONICS
Electronics in the field of automobiles has
multiplied at an astonishing rate. The reasons
driving this trend are precision, high efficiency
& better safety. Keeping in mind these
objectives the system has been designed. The
entire electronic system has been designed,
abiding by the rules in the rulebook & all the
mandatory safety equipment has been included.
A separate kill switch circuit comprising of 2
kill switches has been used to deactivate the
ignition. Also a self-start system has been
implemented for the drivers convenience.

The brake light is activated by hydraulic
pressure switch.
Electricals Circuit Diagram
KILL SWITCH:
Two kill switches have been installed in the
kart for drivers safety. Both are connected in
parallel to ensure that the engine turns off
whenever either of the switches is pressed. Kill
switch comprises of 2 diodes. One diode
prevents the engine from grounding through
relay & other prevents battery current from
flowing back to the ignition coil.
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X. BODYWORK AND
COMPOSITES
OBJECTIVE:
The purpose of the body panels is to prevent
debris from entering the vehicle, with the intent
of protecting the driver and the vehicles
components. Also, they give an aesthetically
good look to the Kart. The seat is designed to
support the driver comfortably and safely while
he is operating the vehicle.
BODY PANELS:
The body panels are made out of Fibre.
The panels are designed such that they tend to
reduce the aerodynamic moments like pitching
from front, yawing from side and also help to
create the downward force which tends to
make the good traction of vehicle with the road
and also provide the properties necessary to
protect the driver and vehicle components from
rocks and other debris. When the panels will be
integrated into the car, the panels would be
recessed into the chassis to provide visibility to
the chassis members, making the car
aesthetically pleasing.
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XI. PERFORMANCE
SPECIFICATIONS
PERFORMANCE
SPECIFICATIONS:
SPECIFICATIONS VALUE
Engine Displacement 124cc
Engine Power 8.7bhp@ 7000rpm
Fuel System Carburettor
Transmission Centrifugal Clutch
based Chain Drive
Turning Radius 1.64 m
Stopping Distance 1.64 m
Top Speed 65 km/h
(Estimated)
Acceleration (0-60kmph) 6.5 s
Fuel Efficiency (Estimated) 30 km/l
Fuel Tank Capacity 6L
Vehicle Kerb Weight 100 kg
Vehicle Gross Weight 180 kg
(Estimated)

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