WORK SHOP ON

AUTOMOTIVE DOMAIN
SECTOR
CALCULATION REPORT OF VEHICLE DESIN

ASSOCIATED WITH
CADD TECHNOLOGIES SCHOOL OF DESIGN PRIVATE LIMITED
AUTHORIZED PERSON : K.KARTHICK(COORDINATOR OF BHARATH FORMULA KARTING)
 BHARATH FORMULA KARTING
POWERD BY CADD TECHNOLOGIES SCHOOL OF DESIGN PVT.LTD.,

CONTENTS
CHASSIS:-
Chapter 1 Basic design of chassis
Chapter 2 Selection of material
Chapter 3 Chassis bending moment calculation
Chapter 4 Chassis analysis calculation

STEERING SYSTEAM :-
Chapter 1 Basics of steering system
Chapter 2 Calculation of steering system

BRAKING SYSTEAM :-
Chapter 1 Basics of braking system
Chapter 2 selection of braking system
Chapter 3 Calculation of braking system

ENGINE AND TRANSMISSION:-

Chapter 1 Selection of engine
Chapter 2 Selection transmission
Chapter 3 Calculation of transmission
 CHASSIS
SELECTION OF MATERIAL:-
DESIGN PHILOSOPHY

The go-kart was designed keeping in mind the manufacturing limitations. Hence, a simplistic
approach had been taken while designing the frame as well as other components for the kart.
The simple and clean design allowed our team to reduce cost at the same time, increase the
robustness of the kart. All without compromising on safety or performance. We have
incorporated a triangulated structure over the entire frame to minimize the impact loading on
each member or joint. This further increases lateral stiffness and enables less torsional
deformation during hard acceleration and braking. The design methodology mainly focused
on the following.
• Rigidity
• Safety and ergonomics
• Serviceability
• Strength and benchmarking
• Performance
• Cost factor
The chassis material was chosen as mild steel AISI 1018. There are many distinct categories
of steel, and carbon steels are one such category that contains 0.12 to 2% carbon in them. The
steel gains hardness and strength with heat treatment when the carbon percentage content
increases, however its ductility is reduced.
The chassis material was chosen as mild steel AISI 1018. There are many distinct categories of steel, and
carbon steels are one such category that contains 0.12 to 2% carbon in them. The steel gains hardness and
strength with heat treatment when the carbon percentage content increases, however its ductility is reduced.

MANUFACTURING, WEIGHT AND RELIABLITY

The weight of the go-kart was our primary focus and from past experiences, we know that weight was our
biggest enemy. Hence, the material selection process began with weight in mind. The goal when choosing
the primary member was to have maximum yield strength for minimal density of the material. It was also
decided to have the least number of weld joints
The welding process was chosen as TIG (tungsten inert gas), Gas tungsten arc welding, because it affords
greater control over the weld area than other welding processes. It can produce high-quality welds when
performed by skilled operators. Maximum weld quality is assured by maintaining cleanliness— all equipment
and materials used must be free from oil, moisture, dirt and other impurities, as these cause weld porosity and
consequently a decrease in weld strength and quality. The level of heat input also affects weld quality. Low
heat input, caused by low welding current or high welding speed, can limit penetration and cause the weld
bead to lift away from the surface being welded. If there is too much heat input, however, the weld bead grows
in width while the likelihood of excessive penetration and spatter increase. Additionally, if the welding torch
is too far from the workpiece the shielding gas becomes ineffective, causing porosity within the weld. This
results in a weld with pinholes, which is weaker than a typical weld

.
CHASSIS BENDING MOMENT CALCULATION
1. 1.Selection of cross
section

2. Design Assumptions:

1.Ladder frame of the chassis is considered as 2 dimensional simply supported beam.

3. Chassis is approximately
symmetric in horizontal
plane.

3.Loading of the beam is due to the self-weight of the components acting at particular location in side view.

4.Beam (pipe) is of circular cross section with Outer Diameter ‘D’, Inner Diameter ‘d’ and Thickness ‘t’.

3.1 FRAME SPECIFICATIONS:

Element Content(%)
S.no Specifications Values (in mm) Manganese, Mn 0.60-0.90
1 Wheel base 1168 Carbon , C 0.220-
0.280
2 Front track width 939.8 Sulfur, S 0.05(max)
Iron ,Fe (MAX) 99.18
3 Rear track width 1016 Phosphorous, P 0.04(max)
4 Outer diameter 25.4 Properties Metric Imperial
Tensile strength 490MPa 71100psi
5 thickness 1.6 Yield strength 415MPa 60200psi
Modulus of elasticity 190GPa 27*106
psi
Shear modulus 73GPa 11*106psi
Poisson’s ratio 0.29 0.29
Elongation at break(50mm) 17 to 17 to 27%
27%
Brinell Hardness 140 to 140 to
160 160
Bending moment at point F (MF) =197.243 × 680-10 × (680-100)-20 × (680-200)-50 ×
(680-535)= 111475.2N-mm = 111.4752N-m
Bending moment at point G (MG) =197.243 × 750-10 × (750-100)-20 × (750-200)-50 × (750-535)140
× (750-680) = 109882.3N-mm = 109.8823N-m

Bending moment at point H (MH) =197.243 × 850-10 × (850-100)-20 × (850-200)-50 × (850-535)140

× (850-680)-300 × (850-750) = 77606.6N-mm= 77.6066N-m
Bending moment at point B (MB) = 197.243 × 1070-10 × (1070-100)-20 × (1070-200)-50 × (1070-
535)-140 × (1070-680)-300 × (1070-750)-30 × (1070-850) = 0
From above, the maximum bending moment (Mmax) is at point F. Therefore,

Mmax = 111.4752N-m
We take, fixed outer diameter of pipe (D) = 25.4mm Y= D/2 = 12.7mm
Moment of inertia (I) = (π/64) × (D4-d4) = (π/64) × ((25.4)4-d4) We know that,

Mmax / I = ıpermissible / Y 111475.2 / l = 230 / 12.7 I = 6155.3697mm4

6155.3697 = (π/64) ×
((25.4)4-d4) From these we
get, d = 23.2226mm

t = (D-d)/2 =1.0887mm
Therefore, For pipe of Outer Diameter 25.4 mm, 1.0887mm thickness is required in
order to prevent bending of chassis due to point loads. But by taking into
consideration the constraint given in rulebook and results of analysis of chassis in
ANSYS16.0, We have selected cross section of 1.8mm thickness.
Calculations for Torsional Stiffness:
Torsional Stiffness = G * J / L Where

G -Modulus of Rigidity
J - Polar moment of Inertia
L- Length

Modulus of rigidity for given material is 80GPa For D = 25.4mm, t = 1.8mm

The polar moment of Inertia (J) = (π/32) × (D4-d4)

= (π/32) × ((25.4) 4-(21.8)4)

= 18690.3525mm4

Length (L) = 1070mm

Torsional stiffness = T/θ = (G× J)/L

 = ((80×103) × 18690.3525)/1070
= 1.3974×106N-mm/rad

= 1397.4N-m/rad

Similarly, we have calculated the torsional stiffness values for different cross sections that
are easily available in market. Therefore, we get following result

Calculations for Bending Stiffness:

Bending Stiffness = E * I Where,

E – Young’s Modulus
I – Moment of Inertia
Young’s modulus of given material (E) = 210GPa
Moment of inertia (I) = (π/64) × (D4-d4)
= (π/64) × ((25.4) 4-(21.8)4)

= 9345.1763 mm4
Bending Stiffness = (210 × 103) × 9345.1763
= 1.9625× 109N-mm2
= 1962.5N-m2

Therefore, the torsional stiffness and bending stiffness for a given cross
section are 1397.4N- m/rad and 1962.5N-m2 respectively.

Outer diameter of pipe Thickness of pipe (t) Torsional stiffness Bending stiffness
(D) (inch) (mm) (N-m/rad) (N-m2)

25.4 1.65 1304.25 1831.64

25.4 1.8 1397.4 1962.5

28.575 1.65 1898.3 2666

31.75 1.5 1490.57 3432.5

 Calculations for Bending Strength:

For different materials such as AlSl1018, AlSl4130 and A106, calculation of bending strength by
taking some available cross sections are as follows:

For AISI 4130 material,

Yield Strength (Syt) is 460MPa
Taking cross section, D = 25.4mm and t = 1.8mm Therefore, d = 21.8mm

Moment of inertia (I) = (π/64) × (D4-d4)

= (π/64) × ((25.4) 4-(21.8)4)

= 9345.1763 mm4
Y= D/2 = 12.7mm
We know,
M = (ı × I)/Y = (460 × 9345.1763) / 12.7 = 338486.697N­mm = 338.4867N-m
Bending strength is 338.4867N-m
Similarly, by taking cross section as D = 31.75mm and t = 1.5mm Bending strength is 473.5707N-m
Similarly, by taking cross section as D = 28.75mm and t = 1.65mm Bending strength is 408.5707N-m

Outer diameter of Thickness of pipe (t) Torsional stiffness Bending stiffness

pipe (D) (inch) (mm) (N-m/rad) (N-m2)

25.4 1.65 1304.25 1831.64

25.4 1.8 1397.4 1962.5

28.575 1.65 1898.3 2666

31.75 1.5 1490.57 3432.5

FRAME ANALYSIS
FINITE ELEMENT ANALYSIS

The vehicle design is tested for accuracy and stability under the situation of extreme impacts and loads acting
in case of any crash during the operation or racing. The Finite Element Analysis (FEA) is done using ANSYS
Simulation Software to find out the effect of the following:

Force= Rate of change of Momentum i.e.,

IMPACT FORCE CALCULATION:
-FRONT IMPACT
-SIDE IMPACT
-REAR IMPACT
-ROLLOVER

FRONT IMPACT:
Force= Rate of change of Momentum
i.e., F= m (v-u)/t
Where,
F= Impact load
m= mass=160 kg
v= final velocity = say 75 km/h= 20.8 m/s
u= Initial velocity= 0 km/h
t= impact time =1sec
So, F= 160 x (20.8-0)/1 = 3328 N

SIDE IMPACT:
Force= Rate of change of Momentum
i.e., F= m (v-u)/t Where,
F= Impact load
m= mass=160 kg
v= final velocity = say 67 km/h= 11.11 m/s
u= Initial velocity= 0 km/h
t= impact time =1sec
So, F= 150 x (18.61-0)/1 = 2977.6 N

REAR IMPACT:

Force= Rate of change of Momentum

i.e., F= m (v-u)/t
Where,
F= Impact load
m= mass=160 kg
v= final velocity = say 75 km/h= 20.8 m/s
u= Initial velocity= 0 km/h
t= impact time =1sec
So, F= 160 x (20.8-0)/1 = 3328 N

The various impact load will be calculated using hooks law formula.
FACTOR OF SAFTEY CALCULATION:
FRONT IMPACT
𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑠𝑡𝑟𝑒𝑠𝑠

= 2.1
SIDE IMPACT
𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =
𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑠𝑡𝑟𝑒𝑠𝑠

= 3.1
REAR IMPACT
𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑠𝑡𝑟𝑒𝑠𝑠

= 4.1

Calculations:
For thickness of fixture plate:

Material used for fixture plate i.e. for base plate is Mild Steel
Young’s modulus for Mild Steel = 200GPa Length of fixture plate (L) = 103.9mm

Width of fixture plate (b) = 30mm

Mass acting on fixture plate = 90kg

Moment of inertia for fixture plate (I) = (b×d3)/12 Where, d is thickness of fixture
plate.

Buckling force acting on fixture plate = Load acting at top of fixture plate = 882.9N

Fixture plate is fixed at one end and other end is free.

Therefore, n = ¼ = 0.25
Buckling force (F) = (n × π2 × E × I / L2)
From above equation, we get d = 2.49 mm

Therefore, the minimum thickness of fixture plate is 2.49mm. But we will make the fixture
plate from the blanks of base plate
 And if the thickness of base plate is less than 4mm then there is a possibility of
bending of base plate during transportation, therefore we have selected base plate
of 4mm thickness.
For deformation in base plate: Length of base plate (L) = 1700 mm Width of base

plate (B) = 930 mm

Area of base plate (A) = 1.581×109 mm2

Mass acting on base plate on one side plate (P) = 30kg Self-weight of one side of
plate (W) =4.094kg

By considering,
Deformations in one side of base plate is due to

1. Weight acting on plate (δ1) = (P×L)/(A×E) = 7.178 × 10-12mm

2. Self­weight (δ2) = (W×L)/(2×A×E) =0.4844 × 10-12mm

Total deformation at one side of base plate = (δ1) + (δ2) = 7.6629 × 10-12mm Overall

deformation of plate on both side = 15.3258 × 10-12mm

Design objectives:

1.Welding fixtures are designed considering all the welding factors like access to its welding
area, cycle time and availability of space for fixture.

2. Simple design of fixture made for easy removal of clamps during welding.

3. Minimum ground clearance should be 1.5 inch.

Fixtures are made by using blanks which are taken from base plate where any members of
chassis are not present.

Position of fixtures are decided at sufficient distance from weld joints.

 STEERING SYSTEAM
CONCEPT

The purpose of the steering system is to provide directionality to the kart. It is designed
keeping in mind the easy and efficient maneuverability to the driver. Without the tire squealing
and skidding, with the best possible balance between the steering dynamics. With accurate
dimensional control of the kart the steering system was designed to properly suit the dynamics
of a race track with a major importance given to the ergonomics of the driver. The prime
objective is to use an Ackerman steering to achieve effective steering system.
DESIGN

The primary design ideology behind the steering system is to provide a safe and efficient
steering system.

Designing the steering system comprised of numerous factors such as center alignment, driver
effort, steering feedback and safety. Other constraints like track width and steering dimensions
and kart dimensions also played a role in the design.
Due to reduced cost, lighter weight and less complication; the Ackerman steering system was
chosen. More over due to it having less number of joints and links, it has free play lesser than
other systems.

Ackermann steering geometry is designed by Graphical method using Solidworks Sketch.

The steering arm length and angle are iterated for attaining turning circle radius of 1.65 m for
turning sharp turns in autocross and skidpad events.
TURNING RADIUS:
TURNING RADIUS CALCULATION:
Sin a=w/r
Where
a = inside lock angle
w = wheel base`
r = inner turning radius
we are taking inside lock angle a = 30.25
wheel base = 1.01m
sin(30.25)=1.01/r
r= 1.01/sin(30.25)
r= 2.27m
OUTER TURNING RADIUS:
Tan b =w/R
Where
b = outside lock angle
w = wheel base
R = outer turning radius
R= W/TanB
ACKERMAN CALCULATION:
When a vehicle is turning, the inner front wheel needs to turn at a different angle to
the outer because they are turning on different radii. The Ackermann steering
mechanism is a geometric arrangement of linkages in the steering of a vehicle
designed to turn the inner and outer wheels at the appropriate angles.

ACKERMAN ANGLE = 22 DEG

ACKERMAN PERCENTAGE = Ackerman angle/Inside tire angle*10
ACKERMAN PERCENTAGE = 86%
Basically Ackerman percentage decide how much your inner tire turns compared to outer tire.
86 % Ackerman condition is when the turning circles of both inner and outer tire are concentric
while 14 % means both circles are the same i.e. inner tire turns the same angle that of outer tire.
 BRAKING SYSTEM
A brake is a mechanical device that inhibits motion by absorbing energy from a
moving system. It is used for slowing or stopping a moving vehicle, wheel, axle, or to prevent
its motion, most often accomplished by means of friction.
FUNCTION OF BRAKE
The main function of the brake system is to decelerate or decrease the speed of a vehicle. By
stepping on the brake pedal, the brake pads compress against the rotor attached to the
wheel, which then forces the vehicle to slow down due to friction.
HYDRAULIC DISC BRAKE

A hydraulic disc brake was chosen according to requirements of the kart depending on the
power and the stopping performance required adhering to the rule book at the same time.

CALCULATION REQUIRED
PEDAL FORCE
An important consideration in the design of an automobile braking system is the relation
between the force applied on the brake pedal and the deceleration which results. ... In order
to set a limit on brake pedal force, the distribution of foot force of drivers must be known.

Let as assuming the pedal force = 650N

PEDAL RATIO
Pedal ratio is the ratio of leverage your clutch pedal applies to the master cylinder. To
determine the pedal ratio you need to measure the height of the pedal to the pivot
point then divided the measurement of the pivot point to the lower arm that controls
your rod to the master cylinder.

Pedal ratio (c) = A/B

C= pedal ratio
A= height of the pedal
B= the pivot point to the lower arm

A = 9cm
B = 1.5cm

C = 9/1.5
C=6
PEDAL RATIO = 6:1

BRAKING FLUID PRESSURE

Brake fluid is a type of hydraulic fluid used in hydraulic brake. It is used to transfer
force into pressure, and to amplify braking force. It works because liquids are not
appreciably compressible.

Braking fluid pressure = pedal force * pedal ratio

_____________________
Area of master cylinder
Bpf = 650*6/785
BRAKING FLUID PRESSURE = 7.91 N/mm2
NORMAL FORCE (OR) CLAMPING FORCE

Normal force = m*g*w

M = mass
G = due to gravity
W = weight distribution

M = 160 kg
G = 9.81
C=1
Weight distribution is the apportioning of weight within a vehicle. For this reason weight
distribution varies with the vehicle's intended usage.
To apply the brake of the kart at the time weight distribution front = 0 rear = 100 because we have
used rear brake .
N = 160*9.81*1
= 1569.6 N
Normal force = 1569.6 N

FRICTION FORCE

Friction is the resistance to motion of one object moving relative to another. It is not a
fundamental force, like gravity or electromagnetism. Instead, scientists believe it is the
result of the electromagnetic attraction between charged particles in two touching
surfaces.

Friction force = µ * n
µ = coefficient of brake oil
n = normal force
f = 1*1569.6
f = 1569.6
Friction force = 1569.6
DECELERATION

Deceleration is a slowing down: the unexpected deceleration of your kart might

mean that you've run out of gas. Use the noun deceleration when you talk about a
gradual decrease in speed. ... The opposite of deceleration is acceleration, or
speeding up.

F = m*a
m = mass
a = deceleration
a = f/m
f= 1569.6
m = 160kg

Deceleration = 9.81 m/s2

STOPPING DISTANCE

The stopping distance depends on two factors: Thinking distance - It takes time for a
driver to react to a situation. During this reaction time the car carries on moving. The
thinking distance is the distance travelled in between the driver realizing he needs to
brake and actually braking.

S = v2/2*a
S = stopping distance
A = deceleration
V = velocity
A = 9.81m/s2
V = 40 kmph
S = 9.8 m
Stopping distance = 9.8m
STOPPING TIME
Stopping time is often defined by a stopping rule, a mechanism for deciding whether
to continue or stop a process on the basis of the present position and past events,
and which will almost always lead to a decision to stop at some finite time.

t=v/a
t = stopping time
v = velocity
a = deceleration
v = 40kmph
a = 9.81 m/s
t = 1.74 sec
Stopping time = 1.74sec
BRAKING FORCE
Brake force, also known as Brake Power, is a measure of braking power of a vehicle.
In the case of kart, it is important that staff are aware of the brake force of so
sufficient brake power will be available on kart, particularly heavy freight kart.

Fb *s = ½ m* v2

Fb = braking force
S = stopping distance
M = mass
V = velocity
V = 40kmph
M = 160kg
S = 9.8 m
Fb = 1726 N
BRAKING FORCE = 1726 N

BRAKING TORQUE

Brake torque is the force applied at the brake wheel to stop the motion of the
moving equipment. Assuming the operating conditions for the equipment are con-
stant, a brake having a retarding torque equal to the full load torque of the motor to
which it is applied is usually satisfactory.

B.T = B.F*Effective radius of rotor

Effective radius of rotor = Di + Do/4
Effective radius of rotor = 57.5mm
b.t = 1726*57.5
BRAKING TORQUE = 99.24NM
ANALYSIS OF DISC BRAKE

The brake disc was also analyzed in a thermal module of ANSYS software in which disc was
placed and boundary conditions such as temperature and convection were set. The temperature
generated during the process was calculated. The results of disc analysis are as shown. The
result of disc analysis shows the temperature developed at the contact surface of disc.

TRANSMISSION SYSTEAM

OBJECTIVE
The function of the drivetrain is to couple the engine that produces the power to the driving
wheels that put this power down to the road surface. This connection involves physically
linking the two components. They are done to meet the rule specifications. Power is
transmitted from the engine to the rear axle by the means of the chain and sprocket.
S ENGINE CC MAX MAX TRA
. POWER TORQUE NSM
n ISSI
o ON
1 HONDA 124. 11bhp 11Nm 5
CBF Stunner 7 @8000 rpm @6500 rpm
2 HONDA CB 124. 10.57 10.3Nm 4
Shine 7 bhp @7500 @5500 rpm
rpm
3 BAJAJ 124. 12.8 11Nm 5
Discover 125 6 bhp @9000 @7000 rpm
ST rpm
4 TVS 124. 10.8bhp 10.8Nm 4
Phoenix 53 @8000 rpm @5500rpm
5 Gladiator 123. 8.0 kW @ 10.4 NM 5
7 cc 7,500 rpm @ 6,500
rpm

After studying the various engines from the above lot gladiator engine was chosen because it has:
• Maximum power and torque in its class.
• Easy availability
Engine displacement : 123.7cc
Maximum power@ 8.0 kW @ 7,500 rpm
RPM
Maximum torque@ 10.4 NM @ 6,500 rpm
RPM
No. of cylinders 1
Compression ratio : 9.2:1
Bore 52.4mm
Stroke 57.8mm
Type of cooling Air cooled

TRANSMISSION
The transmission transfers the output of the engine to the drive wheels. The engine needs to operate at
a relatively high rotational speed, which is inappropriate for starting, stopping, and slow travel. The
transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the
process.

Torque at wheel = Te*G *n

Wheel RPM = N/G
Velocity (V) = (2πRN)/G
Acceleration = (T*G)/ (m*R)
Where,
T = engine Torque
N= Engine RPM
G= Final Gear Ratio
R = Wheel Radius

S.no Gear Gear Velocity

position ratio (km/hr)
@8000 rpm
1 First 3.076 23
2 Second 1.944 36.5
3 Third 1.473 48
4 Fourth 1.19 59.5
5 Fifth 1.038 68

m = mass of the vehicle

n= Transmission efficiency
MAXIMUM ACCERLATION
Top speed=83km/hr
=23.05m/s
=1576.74 rpm of wheel

Maximum rpm of Engine=8500rpm

Total reduction=8500/1576.74 =5.39

Engine rpm at max torque=6500 rpm

Wheel rpm=6500/5.39=1205.9 rpm

Speed at max torque=1576.74/22.5=53.59 km/hr

Torque at the speed=5.39x11 =59.29 Nm

Torque = force x radius

Force= 59.29 /0.1397 =424.4 N

Force=Mass x Acceleration
Acceleration = 424.4/180=2.35 m/s2

Maximum Acceleration 2.35 m/s2 at 55kmph

TEETH OF REAR SPROCKET

Primary reduction = 3.35

Gear ratio for top gear in gear box = 1.038

Max engine rpm= 8500 rpm

Maximum wheel rpm= 1576.74(at 83 km/hr)

Teeth on front sprocket= 14

Sprocket reduction = 8500/ (3.35 x 1.038 x1576.74)

= 1.55

Teeth on driven sprocket = 14 x 1.55= 21.7 = 22

DIAMETER OF REAR AXLE

Horizontal BMD of rear axle

Vertical BMD of rear axle

Max torque at axle 138.6187204Nm

vertical load at axle 940N
rear axle length 40 in
disc position from left
wheel 0.08 m
sprocket position from
left wheel 0.31 m
sprocket pcd 87.5mm
max bending moment in
shaft 531Nm
Equivalent twisting
moment 548.7951801Nm
Equivalent bending
moment 539.89759Nm
Factor of safety 2.15
ultimate shear stress 300 MPa
Ultimate tensile strength 440 MPa
Allowable shear stress 139.5348837MPa
Allowable bending
stress 204.6511628MPa
Safe Diameter based on
twisting moment 27.16267951MPa
Safe diameter based on
bending moment 29.95751836mm
diameter of rear axle 30mm
CHAIN SPECIFICATIONS
Chain No. R428
Pitch x Width ½″&⅚″ or 12.7 x 7.94
Roller Diameter (R) 8.50
Link Height 10.2
Link Thickness 1.5
Pin Diameter 4.44
Pin Length 9.7
Average Strength 1850 N

ENGINE MOUNTING AND DESIGN

The dimensions of the Honda Stunner OEM engine mountings were found out and its weight was calculated
to fabricate a mounting which was rigid enough to make sure that the engine is held in frame securely with
least amount of vibration from the mount.

The positioning of the engine mount follows the rule book specified distance from the driver, battery, fuel
tank, ergonomics, dynamics and weight distribution of the kart. After analysing these factors, a special engine
mount was fabricated.

EXHAUST SYSTEM
An exhaust system is usually piping used to guide reaction exhaust gases away from a controlled combustion
inside an engine or stove. The entire system conveys burnt gases from the engine and includes one or more
exhaust pipes.
For maximum transmission loss up to 80-40 db. target frequencies should be calculated from maximum rpm.

Cylinder Firing Rate (CFR):

CFR = (Engine speed rpm) / 120
= 9000 / 120
=75 Hz

Engine Firing Rate (EFR):

n=Number of cylinder
EFR = n × CFR
= 1 × 62.5
= 75 Hz
Hole perforators choose to match frequency that needs to be killed based on EFR & CFR

Bore (D) = 52.4 mm

Length (L) = 57.86 mm

No of cylinder = 1

Engine power = 11 bhp

Maximum rpm = 9000 rpm

Allowable back pressure = 10 in H2O

Transmission loss noise target (muffler) = 30 db

Diameters of holes drilled should suppress these frequencies

MUFFLER DIAMETER CALCULATION

Swept Volume (Vs) = π𝐷2 × L / 4

Vs = π × 52.42 × 57.86 / 4
Vs = 124712.694
Total volume in liters = 124712.694 × 10-6 × dilution factor (3.016)
= 0.37613348 litres
Volume should be considered for calculation
Volume = n × (Vs/2)
= 0.18806674 litres
Actual muffler Volume (Vm) = Factor (for gauge steel) × Considered Volume
= 16 × 0.18806674
Vm = 3.00906784 litres
𝜋
Vm = × 𝑑 2 × L
4
Length = 20 cm
𝜋
3.009068 × 103 = 4 × 𝑑 2 × 20
Diameter of muffler, d≈ 13.845 cm

Inlet pipe up to 10 cm & outlet pipe up to 12 to 13 cm

∴ Diameters of inlet pipe same as diameter of outlet pipe

∴ Diameters of inlet pipe = Diameter of outlet of engine

WHEELS, TIRES AND WHEEL END ASSEMBLY

The front wheel specification=10 x 4.5-5
The rear wheel specification=11 x 7.10-5
The wheel is an important component that is intended to rotate on an axle bearing. Wheels play an important
part in transmitting the power from the driven axle to the tarmac, so proper selection of tires to give high levels
of grip and durability is important in various events of the competition.

FRONT TYRE REAR TYRE

ELECTRICAL SYSTEM

The electrical system of the kart controls the spark for the engine and the various electrical components of
the kart. The components which fall under the electrical system include the kill switch, lighting and the self-
start motor.
KILL SWITCH

Kill switch is an important safety setup in the go kart which will able the driver or the trackside assistance to
cut-off the engine in case of any emergency situation, two kill switches are positioned in the kart in prime
location for ease of access.

SELF START
Self-start system is an essential component in the go kart system as it aids in cracking the engine of the kart
in the case of a stall or starting from the pit lane, the starter switch or the ignition switch is designed to be
placed easily accessible in the driver cockpit to start the kart.

BRAKE OVER-TRAVEL SWITCH

BOT switch is mounted behind the brake pedal in such a way that in normal conditions, when the brake
functions well, the pedal does not touch the switch. It is almost about to touch the switch but does not touch
it. Now, in case of leakage of brake oil, or if there is air in the system, the brake pedal would get pressed more
and go all the way down to hit the BOT switch. When the BOT switch gets pressed, it shuts the engine off and
thus, the vehicle happens to stop.

BRAKE LIGHT
These rear end lights are comprised of tail lights, third brake lights and turning signals. The tail lights are
present at the edges of the vehicle and enlightens when a person reverse or park his vehicle. While in the
brake lights, these are present at the center in the form of the bar and enlightens every time whenever you
press the brake. The main purpose of this light form is simply giving the speed signals of the vehicle to the
driver who is in the other car at your back. These lights contribute in the safety of both, i.e. you and the
driver at the back. The third type of light is the turning signals which tell the driver behind you the direction
in which you are moving. This is also necessary as the back driver has to adjust his speed according to the
direction in which you are moving.
ERGONOMICS

The ergonomics is an applied science concerned with designing and arranging things people use so that the
people and things interact most efficiently and safety. Driving the vehicle for a long period of time creates
strain on the neck and the spinal cord, hence to minimize these effects and provide maximum comfort to the
driver, various Anthropometric studies were conducted while designing the vehicle.

The ergonomics design of go kart includes:

The steering wheel was designed considering driver’s visibility range, the vehicle steering will not interfere
with the driver’s track view during the seating position.

Foot resets are designed on either side of the vehicle, that the driver can enter and exit the vehicle with ease
as they have a flat surface and hence they provide support while boarding the vehicle without damaging the
frame.

The instrument panel is designed in such a way that the driver uses minimum effort to interact with the
instrument panel.

The clutch has been positioned considering the driver’s ergonomics for smooth operation.

The seat has been positioned to provide maximum comfort to the driver
This kart provides the perfect sitting posture and the following angles.
ANGLE PARTS DEGREES
Ankle angle(statics) 80
Maximum knee 135
angle(static/dynamic)
Maximum back angle 30
(static/dynamic)
Minimum elbow angle (static) 110
SAFETY
The first primary safety standard focused on during design was maintaining the proper clearance of the driver’s
body rest to the other rigid parts like the engine compartment, firewall, and panel bracing of the vehicle. Once
the basic requirements fulfilled the other safety design were implemented. The chassis was designed to give
occupant extra space to operate the vehicle easily. The place of fire extinguisher is designed in the easily
accessible point and also the foam paddings is provided over the pipes adjacent to driver.

FIRE EXTINGUISHERS
The extinguisher used in our go kart is the ABC fire extinguisher.
The A, B, C rating system defines the kinds of burning materials this extinguisher is used to fight.

FIREWALL
Firewall plays a main role in the safety system. It is placed between the engine and driver’s seat to prevent the
heat radiation and to avoid the flames when engine catches fire.

The material the can be used as a firewall is aluminum. Properties are by following

• It is light with a density of one third of steel. But being light weight, it does not affect its strength.

• Aluminium reacts with oxygen in air to form an extremely thin layer of oxide. Though it is only some
hundredths thick it provides excellent corrosion protection. The layer is self-repairing if damaged.

• Aluminium is extremely durable in neutral and slightly acid environments.

• The specific heat capacity is 896J/g deg. Its thermal conductivity is 167 W/mK . It’s melting point is 582˚C.

SPILL TRAY

A spill tray is placed at the bottom of the fuel tank to avoid the dripping of fuel on the electrical components
that may lead to fire accidents. The accumulated spilled fuel in the spill tray while filling the tank can be
paved directly to ground thus avoiding flame accidents.
 CONCLUSION
In this work, a detailed methodology of the virtual design and testing has been presented including the
reasoning of using the materials used for the fabrication of the chassis. Also, the reasoning of fabrication of
new chassis design of go-kart which is different than the chassis design of the standard Go Kart has been
given and proven. Even if the entire process of design and testing proposed has shown interesting results but
methodology must be still validated through dynamic experimental tests. This will allow the creation of
mathematical model completely defined and validated, giving the basis of future developments regarding the
optimization process of go-kart performance.
The team was divided into groups for different subsystems which each member spearheading the
divisions, only to be changed from the position time to time.

REFERENCE

 www.kartfab.com
 www.diykarts.com
 www.gokartguru.com
 Strength of materials by R.K.Rajput
 Automobile engineering by Kirpal Singh
 Theory of machines by R.S.Khurmi
 Internal Combustion Engines by V.Ganesan
 Physical metallurgy by V.Raghavan
 Vector Mechanics for engineers by Beer F.P and Johnston
 Production Technology by R.K.Jain
 Auto mechanics N.K.Giri