REPORT ON DESIGN OF GO-KART

Submitted by

Under the esteemed guidance of

Sri.D.RAGHUVEER
Assistant Professor
(Dept. of Mechanical Engineering)

ADITYA INSTITUTE OF TECHNOLOGY AND

MANAGEMENT
(AN AUTONOMOUS INSTITUTION AFFILIATED TO JNTUK, KAKINADA)

K. KOTTURU, TEKKALI, - 532 201, SRIKAKULAM DIST., AP.

 DESIGN REPORT

Team Name:SPARTANS 3.0

Author: B JEEVAN KUMAR
K SANTOSH
CONTENTS
 ABSTRACT

 SCOPE OF THE PROJECT

 DESIGN METHDOLOGY

 INTRODUCTION

 VEHICLE DIMENSIONS

 STRENGTH OF CHASIS MATERIAL

 FINITE ELEMENT REPORT OF CHASIS

 FINITE ELEMENT REPORT OF FRONT WHEEL SPINDLE

 GEAR SPOCKET DESIGN

 BRAKING SYSTEM

 C.G CALCULATIONS

 FADING OF BRAKES AND MASS TRANSFER

 STEERING SYSTEM

 DESIGN OF REAR AXLE SHAFT

ABSTRACT
DESIGN METHDOLOGY
The objective of this report is to highlight the
preliminary design report of team Go-kart  STUDY OF RULE BOOK
vehicle to compete in STEPCONE 2020. The  DESIGN CALCULATIONS
team’s primary objective is to design a safe  PRELIMINARY CAD MODELING
and functional vehicle based on rigid and
 MATERIAL SELECTION AND
torsion free frame, wellMounted power train to
SURVEY
understand the finer aspects of vehicle design,
 ANALASYS
while strictly adhering to the competition role.
 FINAL CAD MODEL
GO-KART technology has been widely
developed since the introduction of wheels.
The first Go-kart was simply a cart consisting
INTRODUCTION
of wheels and handle joinedtogetheras children
We approached our design by considering all
pushed from behind when learning to walk and
possible alternatives for the system and
to play. Further Go-kart was extended to
modelling them
racing activity which is propelled by an
in CATIA V5. And subjected to analysis using
internal combustion engine.
Ansys software. Based on analysis result, the
Our objective is to design various
model was modified and re-tested and a final
parts of Go-kart and make analysis on them
design was frozen. The design process of the
under design restrictions of fabrication and
vehicle is iterative and is based on various
finally assembled all the parts together using
engineering and reverse engineering processes
software. This will help us to approach real
depending upon the availability, cost and other
world engineering problems in the field of
such factors. So the design process focuses on
Automobiles. As students working towards to
the following objectives.
improve our skills and knowledge to meet
a. Safety
Industrial requirements.
b. Strength

SCOPE OF THE PROJECT c. Standardization

d. Serviceability
For design and fabrication of go kart many e. Cost
people are trying to build with in a cost of f. Driving comfort
1lakh and we had also taken up the challenge g. Ergonomics
to make a go-kart within a budget of The design objectives set out to be achieved
Rs.70000.This is a dream for which we are there are three simple goals applied to every
working with a hope of making it true. So we component of the Go-kart. They are
are sure that our project will have a high Durability, light-weight and high performance
demand in the industry. which optimizes the design by avoiding over
designing which would also help in reducing
the cost. With this we had a view of our kart.
This started our goal and we set up some
parameters for our work.

CAD VIEWS

Vehicle dimensions:

Front Track Width = 87.8 cm

Rear Track Width = 91.5cm

Wheel Base = 115.5 cm

Strength of chassis:

Material - ASTM A106-BGrade

Outer diameter - 32mm

Thickness - 4mm

Bending moment= (F×I)/Y

F = Bending stress = 240Mpa (Yield strength)

Y = Distance from material to extreme fibre

Bending moment = 240× (π/64) × (324-264)/16

Bending moment = 527.78 N-m

Bending stiffness = E×I

E = Young’s modulus = 205Gpa

I = Second moment of inertia of structural

cross section

Bending stiffness = 205Gpa × (π/64) × (32 4-

264)
Bending stiffness = 5953.21 N-m2

FINITE ELEMENT REPORT OF

CHASIS:1

The following analysis are made by

applying the load conditions by assuming
that the vehicle is hitting the obstacle
while moving with a speed of 65 kmph
REAR IMPACT:
whose mass is 150kg including driver
weight. The results of analysis are shown
below

FRONT IMPACT:
 LEFT IMPACT:

RIGHT SIDE IMPACT:

IMPACTS Yield Working FOS
Strength stress
(MPa) (MPa)
FRONT 240 56.875 4.21
REAR 240 45.865 5.23
LEFT 240 44.489 5.39
RIGHT 240 48.545 4.94
STATIC 240 46.493 5.16
EFFECT DURING DROP OF VEHICLE
STATIC LOAD EFFECT ON FROM 2 FEET:

CHASSIS: The following analysis has been made by

making assumption that when the vehicle
The following analysis are made
is tested for drop test from a height of 2
when the driver weight is 80kg and
feet. In this process the maximum load of
applying 50% of driver weight and engine
355.23N is acted on each spindle of the
weight of 20 kg. And the results are as
front wheel. The load is calculated by
follows:
energy conservation principle.

Yield Strength:240MPa

Working Stress:41.706MPa

FOS:5.7

Yield strength= 240 Mpa

Working stress = 104.9 Mpa

FOS = 2.28
Engine specifications:
Engine : Bajaj Pulsar 150 CC
Bore X Stroke = 58 mm X 56.4 mm
Compression Ratio = 9.5(+0.5) : 1
Net power = 14.10Hp at 8500RPM
10514.37Watts
Net torque = 12.28 N-m at 6500RPM
From above data
Power required producing 12.28N-m
Power = 2πNT/60
Power, P = 2π×6500×12.28/60
Required power = 8358.73Watts
The given power 14.10 Hp can produce a
torque = 60×P / (2πN)
Torque, T = 10514.37×60 / (2π×8500)
= 11.812N-m (or) 11812.77N-mm
Apart from engine torque, cart requires more
torque when itis on inclined up roads.
Therefore, for Go-kart road slip is less than 50
Concept of Gradeability
Here total force required to move the vehicle
upwards is
Total Tractive Effect:
T.T.E = G.R + R.R + A.R
= Gradient Resistance + Rolling
Resistance + Air Resistance
= mgSinƟ + µmgCosƟ + 1/2Cρav2
=
Resolving forces in X and Y directions
1
X /2Cρav2 + mgSinƟ + µN2 =
C
ma
Y mgCosƟ = N1 + N2
C
T.T.E = mgSinƟ + µmgCosƟ + 1/2Cρav2
Torque = T.T.E × Radius of tyres
T.T.E = mgSinƟ + µmgCosƟ + 1/2Cρav2
Where µ = 0.014 (Rolling friction)
m = mass of the kart + driver
m = 120+60 = 180Kg.
µ=coefficient of rolling friction of tires
= 0.014
m = mass vehicle = 180 Kg (max)
R=radius of wheel = 5.5 inches
Coefficient of air drag (C) = 0.44
Therefore T.T.E = 180×9.81×Sin
50+0.014×180×9.81×Cos 50+
1
/2×0.44×1.225×0.78× (18.05)2
 2Tw/Rw = mgSinƟ + µmgCosƟ +
1
/2Cρav2
 2Tw = Rw (mgSinƟ + µmgCosƟ + Primary reduction = 3.47
1
/2Cρav2 (Two rear wheels)
Final reduction = 2.8
= (5.5 × 0.0254) [180×9.81×Sin
Therefore Gr = T2/T1
50+0.014×180×9.81×Cos 50+
1
/2×0.70×1.225×0.78× (18.05)2]  T2 = 42

T2 = 42 teeth
2Tw = 40.24 N-m

By considering transmission efficiency = TRANSMISSION RATIO FOR TORQUE:

Ƞchain = 0.74%
Gea speed Gear ratio
Therefore Tmax = 40.24/0.74 = 27.18 N-m

Tmax= 27.18 N-m

r
1st 5000 1.88
2nd 6000 1.38
Gear / Chain Sprocket design:
3rd 7500 1.08
Maximum speed of vehicle = 130Km/hr 4th 8500 0.92
V = 130km/hr. = 130 × (5/18) m/s
GEAR RATIO OF CHAIN DRIVE:
V = πDN/60
Gear ratio = T2/T1
N = 60×5×130 / (π×18×11×0.0254)
= 50/15 = 3.33
N = 2468.4RPM
Braking system:
Here N = speed of rear wheels.
Braking force = Bf
Let, us driving pulley teeth T1 = 15
We know,
And speed N1 = 8500RPM

SPECIFICATION VALU
N1/N2 = T2/T1
E
And speed N1 = 8500RPM No. of Disc Brakes 1
Disc Outer Diameter 214 mm
=>8500/2468.4 = T2/15 Disc Inner Diameter 64 mm
Thickness of the Disc 3 mm
T2 = 51.6 Brake Pedal Force 100 N
Pedal Ratio 3:1
T2 = 50 Teeth Co-efficient of friction 0.7
Stopping Distance 4.8 m
T = 27.18N-m Stopping Time 0.49 sec
Total Brake Force +2295.22 N
Gear Reduction (Gr):
CALCULATIONS : Weight of Engine = 20 Kg

KINETIC ENERGY = ½ mv2 Weight of Rear Shaft = 5 Kg

= ½ (180) X (11.11)2 DIAGRAM:

= 11108.88J

Now,

Deceleration of the Vehicle = 1.3 X g =

1.3 X 9.81 = 12.753 m/sec2

Co-Efficient of friction = 0.7

Now Stopping distance is calculated by

S = (v2-u2)/2a

S =((0)2 - (11.11)2)/ (2 X 1.3 X 9.81)

S = 4.84 m
Let us put C.G point be (X, Y)
Braking Force(Bf)= K.E/S =
First,
(11108.88)/(4.84) =2295.22 N
XCG =∑mixi/∑mi
Now Stopping Time is calculated by
XCG=(0×2.1)+(46.5x5)+(93.21)+(35x60)+(75
S = u + at x20)+(3x1.4)+(90x1.4)/2.1+ 2.1+5 + 60 +20 +
1.4 + 1.4
4.84 = 11.11 – (12.75) t
XCG = 451.9 mm
t = - ((4.84-11.11)/12.75)
YCG =∑miyi/∑mi
t = 0.49 Seconds
YCG = (0×2.1) + (0x5) + (0x2.1) + (43x60) +
Centre of Gravity:
(31x20) + (115x2x1.4)/ 2.1+ 2.1+5 + 60 +20 +

Assuming Origin is placed at back left tyre. 1.4 + 1.4

Then YCG = 382.8mm

Weight of each Front tyre = 1.4 Kg

(x, y) = (451.9 mm, 382.8 mm)

Weight of each Back tyre =2.1 Kg
Fading of Brakes:
Weight of Driver = 60 Kg
With prolonged application of brakes their
effectiveness decreases. This is called
fading of brakes. This happens on account
of reversible changes in their friction
properties of brake linings on account of
high temperatures produced due
prolonged application. However, such
property changes are reversible usual
effectiveness of the brake is restored when
the cool off.
Weight transfer:
Various forces are acting on C.G at time of
application of brakes to a moving vehicle.
The inertia acts at C.G of the vehicle while
the retardation force due to application of
Rf = Normal reaction at the front
wheels,
RR = Normal reaction at the rear
wheels,
b = wheel base = 1177mm,
to h = height of C.G from surface of
road,
α = Retardation produced by
braking = 12.753m/s
µ = Co-efficient of friction
between wheels and road surface = 0.014
Inertia force = W× α
G
Brakes applied on Rear wheels
only:
From equilibrium of forces and moments

brakes acts at the wheels. These two-form Rf+ RR = WCosƟ

overturning couple and this couple Rf = W (µx+h) CosƟ

increases the perpendicular force between b

wheels and ground. RR = W (b - x - µh) CosƟ

b
Here, b = 1177mm = 1.17m
W = 180 X g N = 1765.8N
h = 650mm = 0.65m
X =450mm = 0.45m
µ = 0.014
Ɵ = 50
Rf = (1765.8) (0.014 x 0.45+0.65) Cos 50
1.17

Rf = 986.738 N

RR = (1765.8) (1.17-0.45-(0.014 x 0.65))

Cos 50 /1.17
W = weight of the vehicle,
W

RR = 1068.82 N
 Tan θi= WB/ X1 = 1150 / 2632.37

Steering calculations: θi= 23.5980

Turning Radius = 3000 mm Outer Tyre Turning Angle:

Wheel Base = 1150 mm Tan θ0 = WB/(X1+DBP) =

1150/(2632.37+660)
Distance Between Pivot (DBP) = 660 mm
θ0 = 19.250
Co-ordinates of centre of gravity =
(316.9(mm),382.8(mm)) For Correct Steering Angle Equation,

We get,

Then from diagram: Cot θ0- Cotθi = DBP/WB

Cot(19.250) – Cot(23.598) ~ 660/1150

0.574 ~ 0.573

Hence, steering angle equation is satisfied

Ackerman Steering Mechanism

DIAGRAM:
So,

Sin θ = 382.8/3000

Θ = 7.330

Also,

Tan θ = 382.8/R1

R1 = 328.8/Tan(7.330)

R1 = 2975.47 mm
So, to find Ackermann Angle(α)
Then,
α = Tan-1(DBP/(2 X WB)) = Tan-1(660/(2 X
X1 = R1 – (DBP –XCG) = 2975.47 – (660-316.9) 1150))

X1 = 2632.37 mm α =16.010

Inner Tyre Turning Angle: Then Length of the Tie Rod is

TR = DBP – 2X R X sinα (if R=120 mm) Rf = 720.18N

TR = 660- (2 X 120 X Sin(16.010)

TR = 593.8 mm

Rear Shaft:

Considering the EN8 as shaft material

Ultimate Tensile Strength = 570 MPa

Yield tensile strength = 320 MPa Maximum bending moment obtained =

219635.99 N-mm
Shear Stress (T) = 0.18*570
Finally bending moment and maximum torque
= 102.6 MPa obtained from the gradeability, From
For circular shaft Equivalent

J = πd^4/32 moment equation

Max. Torque = √(2∗T )2 +(1.5∗M )2=

Shear stress (Ť) = 0.3 * Sy (or)
329453.98 N-mm (Twisting moment)
0.18 * Sut

T/J=τ/R = GΘ/L

d3 = 16*T/ τ*π

From side view:

Rr = 457.08N
F.O.S = 320/98.61=3.24

3 16 xTmax
From the torsion Equation D =
πxτ

Chain pulley is keyed to the shaft so

reducing smaller value by 25%

=>τ = 102.6 x 0.75 = 76.95 Mpa.

And also considering factor of safety =

3.74
τpermissible = 76.95/3.74 = 20.57Mpa

3 16 x 329453.93
¿> D =
π x 20.57

=29.59 mm => 30 mm

Conclusion:
Hence, by the above observation and analysis
we can conclude the following information-

i. Impact strength: 56.875MPa

ii. Braking force:2295.22 N
iii. Centre of gravity: (x, y) =
(451.9 mm, 382.8 mm)