ENGINEERING DESIGN REPORT

OF THE ELECTRIC GO-KART

9th Go Kart Design

Challenge 2021-2022

Team: AGNIE RACING

Team ID: 7062017

The National Institute of Engineering

MANANTHAVADI ROAD, MYSURU- 570008
DESIGN REPORT OF ELECTRIC GO KART
 ABSTRACT- This report focuses on the design and 2. CHASSIS
engineering elements involved in making a go-kart. It
outlines the goals, presumptions, and computations
behind the design. The primary objective of the team
 Front View
is to create a secure and useful vehicle with a torsion-
free structure. This should be able to comprehend the
complex design calculations precisely with a closely
watched analysis so that it is simple to construct in
every way possible.
INTRODUCTION:

This report deals with the design aspects of

AGNIE’22 Kart to take part in the Go-Kart
Design Challenge 2022. We have finalized the
Go-Kart design by analyzing all the members
using different softwares . Solidworks 2020 and
Ansys Workbench 19.2 have been used for  Side View
modelling and detailed analysis of the Kart. To be
more effective as a team, the team was divided
into different sub-divisions and was headed by a
leader and monitored by the captain. The divisions
were made on the basis of various parts of the kart
and are listed below -
• Chassis
• Brakes
• Steering  Isometric View
• Powertrain

1.1 Driver Position

The Go-Kart is made with the driver's safety and
comfort in mind, as well as all the standards and
safety requirements established by the organisation.

Goals for the go-kart chassis design included

complete rider safety, light weight, maximum
safety, maximum strength, and adherence to GKDC
regulations. We chose AISI 4130 for the chassis
TORSO ANGLE 90˚ after carefully considering all the factors.
KNEE ANGLE 145˚
BACK ANGLE 95˚

ELBOW ANGLE 120˚

2.1 Chemical Composition of AISI 4130
Iron (Fe) 98.8 to 99.25%
Manganese (Mn) 0.40 to 0.60%
Carbon (C) 0.28 to 0.33%
Sulfur (S) 0 to 0.040%
Phosphorus (P) 0 to 0.035%
Silicon(Si) 0.15 to 0.35%
2.4 Impact Analysis
Chromium(Cr) 0.80 to 1.10%
Molybdenum(Mo) 0.15 to 0.25% Kart's Using the notion of G-force, the chassis is
tested under impact loading at the benchmark
speed.
2.2 Properties of AISI 1018
2.4.1 Calculations:
Density 7850 𝑘𝑔/𝑚3 Mass of vehicle (m) = 155 kg
Young’s Modulus 210 GPa
1G force of the kart ( Fg) = m × g
Elongation at Break 21.5%
Poisson’s Ratio 0.30 = 155 x 9.81
Thermal Conductivity 42.7 W/mk
= 1520.55 N
Tensile Yield Strength 460 MPa
Tensile Ultimate 560 MPa a. Front Impact Analysis
Strength
Impact force, Fi = m x v
= 155 x 44.44
2.3 Frame Design
= 6888.2 N
Overall Length 1931.19 mm
Total G force acting = Fi/Fg
Overall Width 1035.04 mm
Front Track Width 1042 mm = 6888.2/1520.55
Rear Track Width 883 mm = 4.53 G
Wheelbase 1208.05 mm
Factor of Safety = yeild stres / induced stress
Weight of the Frame 17.454 kg
= 370 / 112.94
= 3.276
CAD Model of the Frame :
 Isometric View

 Top View
Force Maximum Total Factor of
Stress Deformation Safety
(MPa) (mm)
4.53G 193.38 1.5048 2.3787
5G 213.44 1.1.6609 2.1551
b. Rear Impact Analysis a = 𝑣^2= µg
l
𝑅
Load calculation:
Vmax= Maximum velocity that can be attained by the
Impact force, Fi = m x v = 155 x 44.44 vehicle while making the horn.

= 6888.2 N Vmax = √μRg

Total G force acting = Fi/Fg = 9.39m/s
= 7888.2/1520.55 aL = 9.392 / 5
= 4.53G = 17.63 m/s2

Factor of safety = yeild stress/induced stress a. Front Torsion Analysis

= 370/113.66 coupling force = m x aL x h / front track width
= 3.2553 = 155 x 17.63 x 0.28/ 1.004
Force Maximum Total Factor of = 762.09 N
Stress Deformation Safety
(MPa) (mm) b. Rear Torsion Analysis
4.53G 213.94 1.6545 2.1501
5G 236.14 1.8261 1.948
coupling force = m x aL x h / rear track width
= 155 x 17.63 x 0.28 / 0.883
c. Side Impact Analysis = 866.525 N

Impact force, Fi = m x v 3. BRAKING SYSTEM

= 155 x 44.44 A good braking system should be able to slow a
=6888.2 N vehicle down or bring it to a stop without causing
too much vibration. This is accomplished by
Total G Force acting = Fi /Fg turning the vehicle's kinetic energy into heat
generated by friction between the brake pads and
= 6888.2 / 1520.55
the brake disc. The heat generated is subsequently
= 4.5G released into the atmosphere.
Force Maximum Total Factor of 3.1 Parameters
Stress Deformation Safety
(MPa) (mm) Mass of Vehicle 160 kg
4.53G 114.41 0.41872 4.0207 Wheelbase 1208 mm
5G 126.28 0.46215 3.6428 Height of CG from Ground 300 mm
Mass distribution Ratio 40:60
(R:F)
2.5 Torsional Ananlysis Coefficient of Friction 0.7
between road and tyre
Chassis is designed to withstand the torsional load (µtyre)
acting on it during cornering of the vehicle. Coefficient of friction 0.35
between brake pads and
2.5.1. Calculations : discs (µbp)
Effective disc radius 85 mm
While turning the vehicle is turning the wheels are Master cylinder type Single output
pulled outwords by centrifugal force which is Master cylinder diameter 15 mm
resisted by frictional force which is acting inward. Calliper type Dual Piston caliper
Calliper piston diameter 25.4
For safe turning without sliding in lateral Pedal ratio 5:1
direction, Brake disc materials EN24-T
Brake oil Dot 4
3.2 Calculation on Braking System 𝐹𝑜𝑟𝑐𝑒 𝑜𝑓 𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛 𝑎𝑡 𝑤ℎ𝑒𝑒𝑙𝑠,
a. Static condition 𝐹𝑓 = 0.6 × 9.81 × 155 × 0.35 = 638.63 𝑁

𝑆𝑡𝑎𝑡𝑖𝑐 𝑓𝑟𝑜𝑛𝑡 𝑤𝑒𝑖𝑔ℎ𝑡 = 0.4 × 155 × 9.81 𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑡𝑎𝑟𝑑𝑖𝑛𝑔 𝑓𝑜𝑟𝑐𝑒 𝑎𝑡 𝑤ℎ𝑒𝑒𝑙𝑠
𝑊𝑓 = 608.22 𝑁 = 1497.56 + 638.63 =
2136.19 N
𝑆𝑡𝑎𝑡𝑖𝑐 𝑟𝑒𝑎𝑟 𝑤𝑒𝑖𝑔ℎ𝑡 = 0.6 × 155 × 9.81
𝑊𝑟 = 912.33 𝑁
𝐹𝑜𝑟𝑐𝑒 𝑎𝑝𝑝𝑙𝑖𝑒𝑑 𝑏𝑦 𝑡ℎ𝑒 𝑑𝑟𝑖𝑣𝑒𝑟, 𝐹 = 25 × 9.81 𝑅𝑒𝑡𝑎𝑟𝑑𝑎𝑡𝑖𝑜𝑛 = 2 1 3 6 . 1 9
𝑑
155 = 13.78 m/s 2
= 245.25 𝑁
𝐹𝑜𝑟𝑐𝑒 𝑖𝑛 𝑡ℎ𝑒 𝑀𝑎𝑠𝑡𝑒𝑟 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟 = 𝐹𝑑 × 𝑝𝑒𝑑𝑎𝑙
𝑟𝑎𝑡𝑖𝑜 Stopping Distance:
= 245.25 × 5
𝑣2 − 𝑢2 = 2𝑎𝑠
= 1226.25 𝑁
𝑃𝑟𝑒𝑠𝑠𝑠𝑢𝑟𝑒 𝑖𝑛 𝑡ℎ𝑒 𝑀𝑎𝑠𝑡𝑒𝑟 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟, Speed (Kmph) 80 60 50 40

𝑃𝑚𝑐 = F / Amc Stopping distance 17.91 10.07 6.99 4.47

(m)

=1226.25/[3.14*(15*15)/4]
=6.94 MPa
b. Dynamic Condition
𝑃𝑚𝑐 = 𝑃𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟
Weight Transfer = av x hcg x w / g x WB
𝑊ℎ𝑒𝑟𝑒 𝑃𝑚𝑐 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑖𝑛 𝑡ℎ𝑒 𝐶𝑎𝑙𝑙𝑖𝑝𝑒𝑟
𝐹𝑜𝑟𝑐𝑒 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑎𝑡 𝑡ℎ𝑒 𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟 = 𝑃𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟 x 13.78 𝑥 0.3 𝑥 1520.55
= 9.81 𝑥 1.208
Acalliper
= 530.51 N
𝑤ℎ𝑒𝑟𝑒 , 𝐴𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟 = π/4× 24.42 = 506.45 𝐹𝑟𝑜𝑛𝑡 𝑎𝑥𝑙𝑒 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑 = 𝑊𝑓 + 𝑊𝑡
mm2 = 608.22 + 530.51
= 1138.73 N
∴ 𝐹𝑜𝑟𝑐𝑒 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑎𝑡 𝑡ℎ𝑒 𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟
= 506.45 × 6.94 𝑅𝑒𝑎𝑟 𝑎𝑥𝑙𝑒 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑,
𝐹𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟 = 3516.12 𝑁 𝑊𝑟−𝑑𝑦𝑛𝑎𝑚𝑖𝑐 = 𝑊𝑟 − 𝑊𝑡
𝐶𝑙𝑎𝑚𝑝𝑖𝑛𝑔 𝐹𝑜𝑟𝑐𝑒, 𝐹𝑐𝑙𝑎𝑚𝑝𝑖𝑛g = 𝐹𝑐𝑎𝑙𝑙𝑖𝑝𝑒𝑟 × 𝑛
= 912.33 – 530.51
= 3516.12 × 2
= 7032.24 𝑁 = 381.81 N
𝐹𝑜𝑟𝑐𝑒 𝑜𝑓 𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛, 𝐹𝑓𝑏 = 𝐹𝑐𝑙𝑎𝑚𝑝𝑖𝑛𝑔 × 𝜇𝑏𝑝
The rear axle dynamic load is a positive value
= 7032 × 0.35 which implies that the rear wheel will not lift
= 2461.28 N while braking. Hence we can conclude that the
𝐺𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑏𝑟𝑎𝑘𝑖𝑛𝑔 𝑇𝑜𝑟𝑞𝑢𝑒, design is safe.
𝑇𝑏 = 𝐹𝑓 × 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑟𝑎𝑑𝑖𝑢𝑠
3.3 Brake Disc Rotor
=2461.28 × 0.085 =209.2 𝑁𝑚
The brake disc rotor is designed to withstand the
𝐵𝑟𝑎𝑘𝑖𝑛𝑔 𝐹𝑜𝑟𝑐𝑒 𝑎𝑡 𝑤ℎ𝑒𝑒𝑙𝑠, 𝐹𝑏 = Tb / rwheel static and thermal stresses induced on it when
= 209.2/0.1397 brake
= 1497.56 𝑁
 is applied to stop the vehicle at the minimum Ackerman Percentage :
distance possible.
Ackerman value= tan-1( 𝑊ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 𝑊ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 )
−𝐹𝑟𝑜𝑛𝑡 𝑇𝑟𝑎𝑐𝑘 𝑊𝑖𝑑𝑡ℎ
𝑡𝑎𝑛ɸ

3.3.1 Calculations for Thermal Analysis

= 47.78˚
Ackerman Percentage = 46
𝑥 100
Work done = Kinetic Energy 47.78

= 0.5x 155 x 12.222 = 96.26%

= 12109.375 J 4.2 Turning Radius
Time = 4 sec 𝑊ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 𝑇𝑟𝑎𝑐𝑘𝑤𝑖𝑑𝑡ℎ
𝑅1 = 𝑡𝑎𝑛ө + 2

Outer Diameter –
1200 1150
190 mm = + = 1.733 m
𝑡𝑎𝑛46 2
Max temperature =
338.04 ⁰C

Inner diameter =100 mm

R = √R21 + b2 = 1.798 m
Area of contact
=20488.5 mm2 Inner turning radius,

𝑊ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 𝐹𝑟𝑜𝑛𝑡 𝑇𝑟𝑎𝑐𝑘𝑤𝑖𝑑𝑡ℎ−𝐶−𝑐

Ri = 𝑠𝑖𝑛ө – 2

Heat transfer/sec=
1200 1150−750
𝑠𝑖𝑛46 = - = 1.468 m
12109.37/4 = 3027.3437 J/s Outer turning radius,
Heat Flux = 3027.3437/2044.8 =
0.1477581 W/mm2
𝑊ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 𝐹𝑟𝑜𝑛𝑡 𝑇𝑟𝑎𝑐𝑘𝑤𝑖𝑑𝑡ℎ−𝐶−𝑐
R= +
o
4. STEERING SYSTEM 𝑠𝑖𝑛ɸ 2

1150−750
1200
= 𝑠𝑖𝑛28 + = 2.356 m
2
The major goal is to steer the vehicle in the
appropriate direction by allowing for smooth and
steady manoeuvring and reducing understeering,
oversteering, and wheel slippage. It is desirable to
have optimal steering input with minimal steering
effort, as well as sufficient self-aligning torque.
Kingpin Inclination 9°
Caster Angle 6°
Camber Angle 0°

4.1 Ackerman Condition : ∅ = 27.46° ~28 ˚

𝜃 > ∅ ; hence steering follows Ackerman geometry
cot∅ − cot 𝜃 = 𝑇𝑊
𝑊𝐵

cot∅ − cot(46°) = 1150

1200

cot∅ = 1.924
4.3 Moment and Torque at
Kingpin
Tractive Torque = Tractive force x
scrub radius
= µ x mfe x g x e
= 0.9 x 0.4 x 80 x
9.81 x 0.2
= 56.50 Nm
Total Torque = 2 x Tractive Torque b. Torque calculation:
= 2 x 56.50 Total tractive force required = (mtotal × g × Crr) + (mtotal
× a) + W sinƟ
= 113 Nm = (140 × 9.81×0.015) + (140×1.85)
+ (140×9.81× sin(1))
4.4 Force on Tie rods:
𝑇𝑜𝑡𝑎𝑙 𝑇𝑜𝑟𝑞𝑢𝑒 Total tractive force required at wheels = 346.9 N
Force on Tie rod
𝐴𝑐𝑘𝑒𝑟𝑚𝑎𝑛 𝑎𝑟𝑚 𝑙𝑒𝑛𝑔𝑡ℎ
=
Torque on live axel = Frear × rwheel
113 = 347 × 0.1397
= = 869.23 N
0.11 =48.47 N-m

4.5 Torque or Moment at Steering

c. Speed calculation:
column or Steering wheel 60×𝑣
N=
2𝜋𝑟
Torque on steering wheel = Force on tripod x
60×22.2
tripod height =
2×3.14×0.1397
= 869.23 x 0.06
=1518.86 rpm
= 52.15 Nm
𝑇𝑜𝑟𝑞𝑢𝑒 𝑜𝑛 𝑠𝑡𝑒𝑒𝑟𝑜𝑛𝑔 𝑤ℎ𝑒𝑒𝑙
Effort on steering wheel= d. Table
𝑠𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 Motor type BLDC
Power 3kw (nominal), 6kw (peak)
52.15
= 11 𝑥 0.0254 = 186.66 N Torque 9.6Nm (continuous torque)
28Nm (peak torque)
Force Applied by the Driver = 93.33 N.
Speed 3000rpm

5. POWERTRAIN SYSTEM
e. Transmission ratio:
48.47
The goal of a well-designed powertrain is to deliver Transmission ratio = =1.73 2
the necessary torque and speed to the wheels. 28

The selection of an appropriate motor, accumulator,

drive system is part of the powertrain design.
5.3. Chain drive
Chain drive is a method of moving mechanical energy
5.1. Parameters: from one location to another. As a sequence of
Total mass of vehicle 160 kg chordal links, the chain wraps around the sprocket.3
Coefficient of rolling resistance (Crr ) 0.015 This action is akin to wrapping a non-slip belt around
Rear wheel diameter 11 inch a revolving polygon.
Weight distribution (R:F)
Top speed 80 kmph

5.2. Calculations:

a. Desired acceleration:
v = u + a×t
22.22 = 0 + a×12
a = 1.85 m/s2
(N1)Drive sprocket 21
Transmission ratio 2
(N2)Number of teeth on 42
driven sprocket
Chain type Roller chain (ANSI 35)
Pitch 9.525
a. Length of Chain: Battery type Lithium-ion battery pack
Capacity of each cell 2.25Ah
Nominal voltage of each 3.6V
Centre distance, C = 30P to 50P cell
Take C = 32p = 32 × 9.525 = 304.8mm Ah rating of battery 40Ah or 54Ah
pack
2𝑐 (n1 + n2) 𝑛2−𝑛1 𝑛2−𝑛1 𝑝
No of links (nL) = + +( )×( )+
𝑝
2×305
2
21+42
2𝜋
42−21
2𝜋 𝑐
42−21 9.525
5.5. Shaft Calculations:
+ +( )×( )+ The weight of functioning components such as the
9.525 2 2×3.14 2×3.14 305
=106.75 disc rotor sprocket and rear axle wheels has been
taken
̴ 106(considering even number into account (shaft). We evaluated braking torque for
links) of the purpose of shaft design along with the kart's rear
Length of chain (LC) = nL × p weight distribution because braking torque is
substantially bigger than driving torque.
=106 × 9.525
=1009.65mm
Corrected centre distance, The various loads on the shaft are
𝑝 𝑛1+𝑛2 𝑛1+𝑛2 2 𝑛2−𝑛1 2 1. Rear weight distribution of kart’s mass acts as an
C = (Lc - + √ (Lc - ) +8×( )) UDL on the shaft between the support bearings.
4 2 2 2𝜋
60×160

9.525
Total Mass of rear 100 =96kg
21+42 21+42 2
= (1009.65- =
4 2 +√ (1009.65
- 2 ) + 8× Total Weight of rear =96×9.81 =941.76N
42−21 UDL load(W ) = 941.7 = 1.308 N/mm
(2×3.14 )2) 1
720
2. Mass of wheel = 5kg (each)
= 4656.102 mm Weight of wheel = 5 ×9.81 =49.05N
3. Weight of sprocket,
W3 = 0.800 ×0.66×9.81 = 5.19 N
b. Sprocket:
𝑝 4. Weight of disc rotor
Driven sprocket diameter = 180
W4 = 1.2 × 9.81 = 11.772 N
sin( )
9.525 𝑍2
W1 = 1.2154 N
= 180 = 127.458 mm
sin( ) W2 = 49.05 N
42 𝑝
Driver sprocket diameter = 180
W3 = 5.19 N
sin( )
9.525 𝑍1
= 180 = 63.908 5.5.1 Finding reaction RB and RF
sin( )
21 mm
From loading diagram,
5.4. Vehicle endurance and battery RB + RF = 2W2 + 2W4 + W3 + (W1 × l) → (1)
capacity required ∴ Taking moment about B, ΣMB = 0
We have ,
(W2 × 120) + (RF × 720)
a. To cover a range of 25km at an average = (W4 × 360) + (W3 × 90)
speed of 40kmph + (W3 × 630) + (W2 × 805.5)
25
Time required = + (W1 × 720×360)
40
b. Battery specifications: ∴ RF = 534.297 N
Total battery capacity required for 3kw Hence from (1), RB = RF = 534.297 N
motor
5.5.2 Shear force and Bending Moment
= 3×0.625 =1.875kwh
Calculations
Considering 48V battery pack then the
Required Ah rating of battery is
1.875×1000 I. For vertical loads:
= =39.06Ah (SF)A = −W2 =- 49.05N taking ↓ as (−ve)
48
(BM)A= 0 Nmm taking ↑ as (+ve)
Where, (SF) is Shear force.
(BM) is Bending moment. = 81020.2 Nmm = 81.0202 Nm

(SF)B = −W2 + RB = 485.247 N 5.6. Design of the shaft:

(BM)B = ( −W2 × 120)
= −5886Nmm = −5.886Nm Material = SAE 4140
Tensile yield strength (σyp) = 1138 MPa
(SF)C = −W2 + RB = +485.247 N Tensile ultimate strength (σult) = 1310 MPa
(BM)C = [(−W2 × 120) + (RB × 90)]
= +37786.23 Nmm = +37.7862 Nm According to ASME standards,
Shear strength of the material is lesser value among
(SF)D = −W2 + RB − W4 − W3 − (W1 × 360) i. 0.30 × σyp = 0.30 × 1138 = 341.4 MPa
= −2.595 N ii. 0.18 × σult = 0.18 × 1310 = 235.8 MPa
(BM)D = [(−W2 × 480) + (RB × 360) + (−W4 × 270) ∴ τal= 235.8 MPa
360 As there are keyways, strength is reduced by 25%,
+ (−W1 × 360 × ( ))]
2 ∴ τ = 235.8 × 0.75 = 176.85 MPa
al
= +80866.08 Nmm = +80.866 Nm
Torque on shaft = 500.85 Nm = 500850 Nmm
(SF)E = −W2 + RB − W4 − W3 – W3 − (W1 × 630) Bending Moment on shaft = 66.142 Nm
= −367.527 N
(BM)E = [(−W2 × 750) + (RB × 630) = 66142 Nmm
16×√((Cm×M)2+(𝐶𝑡×𝑇)2)
+ (−W3×540) + (-W4 × 270) ∴ We have d3=
+ (−W1 × 630 × 630 For rotating shaft with 𝜋× τal
heavy shock and suddenly
( ))]
2
= +32488.83Nmm = +32.488 Nm applied load,
Cm = 2 and Ct = 1.5
(SF)F = −W2 + RB − W4 − W3 – W3 + RF− (W1 × 720)
= +49.05 N 16×√((2×6614)2+(1.5×500850)2)
∴ d3= 𝜋×176.85
(BM)F = [(−W2 × 840) + (RB × 720)+ (−W4 × 360) +
720
(−W3 × 630)+ (−W3 × 90)+ (−W1 × 720× ( ))] ∴ d ≥ 28.08 mm
2
= −5886 Nmm = -5.886 Nm Considering defects in material, referring standard
shaft size, arrived
(SF)G = −W2 + RB − W4 − W3 − W4 + RF− (W1 × 678) d = 30 mm
= +49.05 N
(BM)G = 0
6. ELECTRICAL UNIT
5.5.3 The horizontal load on the shaft is the 6.1. Tractive System Accumulator
chain load:
a. Selection of Accumulator Type
𝑝𝑜𝑤𝑒𝑟(𝐻.𝑃)×396000 Accumulators commonly used in electric vehicles are
Chain load =
𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑡𝑒𝑒𝑡ℎ×𝑝𝑖𝑡𝑐ℎ(𝑖𝑛𝑐ℎ)×𝑅𝑃𝑀 of Lead acid, Lithium-ion, or Lithium Polymer
=27.75 N at position D chemistries. For racing applications, high power
density is required
while for good range, high energy density is required.
(BM)D 27.75 We have selected lithium-ion battery for the proposed
= 2 ×360
=4995Nm go-kart, Since the events of the e-GKDC demand
(SF)D = +13.885 N M = √80866.082 + 499952
(SF)B = −13.885 N
(SF)F = 0 N
(BM)B = 0 Nm
(BM)F = 0 Nm
Therefore, maximum bending moment experienced
by shaft is at point D, the resultant bending moment is
acceleration tests as well as endurance, we require the
optimal combination of both.

b. Accumulator Capacity
A cell that can discharge at higher rates in general
has lower internal resistance and hence give better
thermal performance at medium discharge rates.
Based on analysis of the track, battery capacity
and
configuration is chosen, the same design procedure is Continuous Torque 10.5 Nm
shown in powertrain section of the report.
Peak Torque 31.5 Nm
c. Accumulator Management System
• The AMS provides protection against overcurrent, g. Motor Controller:
overvoltage, under voltage.
Operating Frequency 10kHz -20 kHz
• In case of overheating, cutoff operation occurs with
Standard Battery Current 0.5A
the circuit
5 V/ 12V Sensor Supply Current 40 mA
• The AMS circuits measure the cell voltage of every Controllers Supply Current 30 mA
cell maintaining the cell voltages inside the allowable Battery Voltage 24V to 72V
range. Full Power Operating Temperature 0°C - 72°C
• Battery Management System (AMS) circuits are built Range
into the accumulator which maintains the cell balance Operating Temperature Range -40°C to 100°C
while discharging and charging.

d. AMS Indication System 6.4. LOW VOLTAGE SYSTEMS

It is required that in case the AMS performs a a. Data Acquisition
shutdown of the battery pack, the AIRs must be
opened, and a red LED must glow on the dashboard. i. Voltage Sensor:
Shutdown of battery occurs, the voltage across the
battery terminals drops to zero. The monitoring
system circuit has been designed using this as an
indicator to fulfill the requirements.

e. Motor Selection: ii. Current sensor:

The kart requires high torque at starting speed.
Among the types of motor, BLDC motor is chosen for
the kart which satisfies the following conditions:
• High starting torque
• High efficiency of 90-95%
Current Sensor (ACS758LCB-050B-PFF-T used by us) is
a thermally enhanced, fully integrated, hall effect
based linear current sensor IC in 5 pin CB package
with PFF lead form. It provides economical and
precise solutions for AC or DC current sensing.

• Air or liquid cooled

• Low maintenance

• Long lasting

f. Motor Specifications:
Motor Type BLDC
Maximum Power 3 Kw
Operating Voltage 48 V
Rated Current 625 A
Peak Current 1125 A
iii. Accelerometer Sensor (MPU 6050): controller with battery voltage and indicates the
MPU6050 is a MEMS-based 6-axis motion tracking completion of charging through a led in the cockpit.
device. It has an on-chip gyroscope and A sensors Charging circuit is implemented by using op-amp as a
along with. MPU6050 is a digital device. The subtractor and comparing its output with a reference
gyroscope present in MPU6050 can detect rotation voltage by using comparator. Its output is fed to led in
about the three axis X, Y, Z. Coriolis effect causes a the cockpit as shown in the figure.
vibration when the gyros are rotated about any of the
axes. These vibrations are picked up by the capacitor.
The signal produced is then amplified, demodulated,
and filtered to produce a voltage that is proportional
to the angular rate. MPU6050 can be used easily with
Arduino.

iv. Temperature Sensor (LM35D Analog):

LM35D Analog Temperature Sensor Module is based
on the semiconductor LM35 temperature sensor. The
LM35 Linear Temperature Sensor module is useful in b. Discharging Circuit
detecting ambient air temperature. The sensor As we take off TSD from the kart, it is very important
circuitry is sealed and therefore it is not subjected to to discharge, discharging circuit comes into act. When
oxidation and other processes. With LM35, the TSD is removed, it switches relay that completes the
temperature can be measured more accurately than discharging circuit as shown in the circuit.
with a thermistor. It also possesses the low self-
heating and does not cause more than 0.1 °C
temperature rise in still air. The operating
temperature range is from - 55°C to 150°C.It is
commonly used as a temperature measurement
sensor. It includes thermocouples, platinum
resistance, thermal resistance, and temperature
semiconductor chips, which is commonly used in high
temperature measurement thermocouples.

v. Display: c. Safety Systems

After collecting all the data from sensors, we need to
store them in another controller and display them on
the screen. The sensors are mounted at different
places as per convenience. The data of motor
controller and sensor are transmitted to Arduino. The
display is connected to Arduino. The speed, lap count
and battery status will be displayed. Arduino is used at
32 Hz Clock-frequency so high processing power and
Extra I/O pins are available. 96KB EEPROM will Help in
storing log files in Arduino. LCD Specifications: I2C
2004-character LCD Display with 4 Key keypad.
Following systems are constructed for the safety of
Go-Kart and Driver. Safety switches will trigger if any
fault occurs in respective circuits or connections.
d. Power Shutdown Switch (PSS)
Two Power Shutdown Switch (commonly called Kill
Switch) are installed in Go-Kart. One switch below the
steering wheel and one on left side of the kart near
driver seat. The PSSs directly carry the current driving
the AIRs, pushing them will immediately open the
contacts turning off the entire high voltage system.

6.3. Control Circuit e. Brake Over Travel Switch (BOTS)

a. Charging Circuit: The brake over travel switch is a simple e-stop toggle
switch positioned behind the brake pedal to be
It becomes very important when it comes to safety of tripped in an event when the pedal gets pressed
the systems. Kelly KLS-M/N Brushless motor controller beyond the mechanical limit of brake mechanism.
is charged through 1kohm resistor. It is very
dangerous to enable the throttle line when the
controller is charging, in this case charging circuit
comes into picture. This circuit compares voltage
across motor
 f. Tractive System Disconnect (TSD) The standard 555 timer package includes 25 transistors,
The tractive system disconnects chosen is a REMA 2 diodes and 15 resistors on a silicon chip installed in an
S175 battery connector. It is simple plug in and plug 8-pin mini dual-in-line package (DIP-8).
out mechanism make it ideal for a simple and quick
isolation of the accumulator in case of an emergency.
According to the regulations, TSD must activate the
shutdown circuit and open the AIRs when the TSD is
removed. To implement this, a limit switch is
physically attached on the connector. When the TSD is
pulled, the switch gets opened simultaneously
disabling the throttle followed by opening the AIRs
before the lug nuts in the connector separate.
Disabling the throttle ensures that the controller does
not draw any more current into the High Voltage
system. Following this, the AIRs, if still operational
(unless in a situation where the contacts have gotten
The 555 timers generally operate in 3 modes: A-stable
welded), can be opened isolating the accumulator
mode, Mono-stable mode, Bi-stable mode We are
from the High voltage circuit. The connector can then
using A-stable mode as required for its application.
be safely plugged out and the accumulator removed
The TSAL draws its power from the voltage (VCC)
as required.
provided by the DC/DC buck converter. The converter
itself turns on after the AIRs are energized completing
the HV circuit. The TSAL circuit is only completed after
g. Tractive System Active Light (TSAL)
the driver pushes the start-stop button putting the
The TSAL is powered directly by the tractive system kart in ready-to-drive mode. This way it is directly
voltage available through the DC/DC buck converter. controlled by a voltage present within the tractive
It is comprised of four LEDs, each of 12 lumens, bright system and only turns on when the kart is drivable.
enough to be visible under bright sunlight. The TSAL The NE555P timer produces a square wave of ~50%
circuitry uses a NE555 timer to achieve a flashing duty cycle and 3.04Hz frequency. This is set by the
frequency of approximately 3 Hz well within the resistor and capacitor values alone. No software is
specified range of 2Hz to 5Hz. involved in this. The output of the timer drives a
PN2222A general purpose transistor. This reduces the
loading on the timer due to its high input resistance
Specifications and current gain making the circuit more reliable for
long duration use. The base may be adjusted to vary
the load current hence the brightness the load is
Supply Voltage 13.65 V comprised of two red LED strips in parallel providing
Operational Current 100 mA satisfactory brightness even under bright sunlight.

Power Consumption 0.70 W Overall Circuit Diagram:

Brightness 48 lumens
Frequency 3.46 Hz
Wiring Diagram: