Go-kart Designing Report

7/21/2019 Go-kart Designing Report

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GO-KART

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

Bachelor of Technology

In

Mechanical & Automation Engineering

Under the Guidance of

Mr. Devender harma

ME!"A#$!A% & ATOMAT$O# E#G$#EER$#G DE'ARTME#T

#ORT"ER# $#D$A E#G$#EER$#G !O%%EGE

( Affiliated to Guru Gobind Singh Indraprastha University, Delhi

MA) *+,

i



RE'ORT A''ROA%

This project report entitled “GO-KART” was prepared is approved for the degree of

!T"#$ %&echanical ' Auto(ation "ngineering)!

"OD

************!

u/ervi0or

!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

+AT" ************!!

,A#" ************!

ii



!ERT$1$!ATE

It is certified that the wor. contained in the project report titled “GO-KART” /0 the following

student1

#ame of tudent Roll #um2er

2i.hil Garg 34567834866

&d! Ali $ussain 34667834866

9hrad 9ajwan 33767834866

,raveen .u(ar gond 3:;67834866

&anish Taa. 3:467834866

&anpreet 37867834866

Ashwar0 +i.shit 33;67834866

2arender 9ingh 3:767834866

9achin Ku(ar 33<6783<;6:

&d! $asan "=u/al 3346783<;6:

9andeep .u(ar 3376783<;6:

Asad ur Rah(an 3<3>8:34866

$as /een carried out under (0 supervision and that this wor. has not /een su/(itted

elsewhere for a degree!

ignature of u/ervi0or

Mr. Devender harma

Mechanical and Automation Engineering De/artment

#$E!

May *+,

DE!%ARAT$O#

I declare that this written su/(ission represents (0 ideas in (0 own words and where others?

ideas or words have /een included@ I have ade=uatel0 cited and referenced the original

iii



sources! I also declare that I have adhered to all principles of acade(ic honest0 and integrit0

and have not (isrepresented or fa/ricated or falsified an0 ideadatafactsource in (0

su/(ission! I understand that an0 violation of the a/ove will /e cause for disciplinar0 action

/0 the Institute and can also evo.e penal action fro( the sources which have thus not /een

properl0 cited or fro( who( proper per(ission has not /een ta.en when needed!

2a(e of 9tudent Roll 2u(/er 9ignature

2i.hil Garg 34567834866

&d! Ali $ussain 34667834866

9hrad 9ajwan 33767834866

,raveen .u(ar gond 3:;67834866

&anish Taa. 3:467834866

&anpreet 37867834866

Ashwar0 +i.shit 33;67834866

2arender 9ingh 3:767834866

9achin Ku(ar 33<6783<;6:

&d! $asan "=u/al 3346783<;6:

9andeep .u(ar 3376783<;6:

Asad ur Rah(an 3<3>8:34866

+ate1

A!K#O3%EDGEME#T

iv



I would li.e to ac.nowledge the contri/utions of the following people without whose help and

guidance this report would not have /een co(pleted!

I ac.nowledge the counsel and support of (0 project guides Mr. Devender harma4

Mechanical and Automation Engineering De/artment with respect and gratitude@ whose

eBpertise@ guidance@ support@ encourage(ent and enthusias( has (ade this report possi/le!

Their feed/ac. vastl0 i(proved the =ualit0 of this report and provided an enthralling

eBperience! I a( indeed proud and fortunate to /e supervised /0 the(!

I a( also than.ful to Mr. #eera54 ".O.D of Mechanical and Automation Engineering

De/artment4 #orthern $ndia Engineering !ollege4 #e6 Delhi for his constant

encourage(ent@ valua/le suggestions and (oral support and /lessings!

Although it is not possi/le to na(e individuall0@ I cannot forget (0 well-wishers at 2orthern

India "ngineering #ollege@ 2ew +elhi and outsider for their persistent support and

cooperation which needed during this wor.!

I shall ever re(ain inde/ted to the facult0 (e(/ers of 2orthern India "ngineering #ollege@

2ew +elhi!

Cinall0@ 0et i(portantl0@ I would li.e to eBpress (0 heartfelt than.s to (0 /eloved parents for

their /lessing@ (0 friendsclass(ates for their help and wishes for the successful co(pletion

of the project! This ac.nowledge(ent will re(ain inco(plete if I fail to eBpress (0 deep

sense of o/ligation to (0 parents and God for their constant /lessings and encourage(ent!

ABTRA!T

The o/jective of Go-Kart project is to si(ulate real world engineering design projects andtheir related challenges! An aspect of this project is to co(pose a design docu(entation

v



pac.age that creates an overview of the vehicleDs construction ele(ents! The tea( has created

this report to descri/e their design! The ai( is fa/ricate Go-Kart /0 (a.ing not onl0 the /est

perfor(ing vehicle /ut also the rugged and econo(ical vehicle that will co(pl0 with all the

Go-Kart design re=uire(ents! To achieve our goal the vehicle has /een divided into

su/co(ponents and each (e(/er is assigned a specific su/co(ponent! The tea( is focused

to@ design the vehicle /0 .eeping in (ind the Go-Kart re=uire(ents@ driverDs co(fort and

safet0@ and to increase the perfor(ance and driva/ilit0!

To achieve our goal the project has /een divided into various groups and each group is

assigned a specific co(ponent of the vehicle %#hassis@ Eheel Asse(/l0@ and 9teering@ ra.es@

9uspension@ and ,ower trans(ission)! This report onl0 contains +esigning infor(ation

%chassis)! Cor designing@ anal0sis and opti(iFation of the vehicle co(ponents various

software li.e O%$D3ORK %design@ anal0sis and si(ulation)@ is used! The tea( has done a

detailed stud0 of previous vehicles and reports of the tea(s participated in past 0ear events

and we have co(e to the new well precise and accurate design!

As a whole@ the (ain o/jective of the tea( is to reduce the weight of the vehicle@ aug(ent the

perfor(ance and (ini(iFe the power loss! "ach part is /eing designed using

O%$D3ORK *+,74 software /0 .eeping in (ind these o/jectives! A detailed anal0sis is

/eing done on each part using 9OI+EORK9 anal0sis application to re(ove the

unnecessar0 and eBtra (aterial!

An iterative process is /eing used for the sa(e! ench(ar.ing is done for selecting each

co(ponent! A special attention is given to (anufacturing process to i(prove the =ualit0 of the

final product!

vi



TAB%E O1 !O#TE#T

!"A'TER T$T%E 'AGE #MBER

6 Introduction 7

: iterature Review 8

:!6 $istor0 of Go-.art 8

:!: #o(ponents of Go-.art 8

:!:!6 #hassis <

:!:!: "ngine <

:!:!4 Trans(ission 90ste(s 5

:!:!; T0res 5

4 +esigning >

4!6 Cinite "le(ent Anal0sis >

4!: Cactor of safet0 >

4!4 Interpretation of CO9 alues >

4!; ,rotot0ping ' Corce calculation 63

4!7 I(pact Tests 63

4!7!6 Cront i(pact test 63

4!7!: 9ide i(pact test 66

4!7!4 Rear i(pact test 6:

; Trans(ission 6;

;!6 Advantage of (anual trans(ission 6<

;!: "ngine specification 65

;!4 Trans(ission #alculations 6>7 9teering :;

7!6 9election of steering s0ste(s :7

7!6!6 Rac. and pinion steering :7

7!6!: ,it ar( steering :<

7!: &ain ter(s of steering :5

7!4 9teering geo(etr0 43

7!; 9teering #alculation 46

7!7 9teering (echanis( 44

7!8 Tie rod specification 4;

8 ra.ing 48

8!6 ra.ing #alculations 4>

< 9uspension ;6

<!6 asic ,arts in suspension ;:

<!6!6 all joint ;:

<!6!: 9pring ;:

<!6!4 9hoc. a/sor/er ;4

<!: Cront 9uspension ;4

5 Results ' +iscussion ;7

5!6 9cope of project ;8> 9u((ar0 ' conclusion ;<



AppendiB ;>

References 73

%$T O1 1$GRE

1igure Title 'age #um2er

:!6 Cirst Go-.art invented 8

4!6 Cront i(pact test 63

4!: 9ide i(pact test 66

4!4 Rear i(pact test 6:

;!6 $onda 9tunner "ngine 657!6 9teering (echanis( :7

7!: Rac. and pinion 9teering s0ste( :8

7!4 ,it ar( steering s0ste( :<

7!; Ratings on different steering s0ste(s :<

7!7 Kingpin :5

7!8 #a(/er Angles :>

7!< 9teering Geo(etr0 43

7!5 #orrect steering 46

7!> Turning radius calculation for(ulae 4:7!63 True steering 44

8!6 ra.e Asse(/l0 45

:



<!6 all Hoint ;:

<!: 9prings ;:

<!4 9hoc. A/sor/er ;4

<!; Cront 9uspensions ;;

>!6 #o(pleted Go-.art ;5

>!: Rear view of Go-.art ;5

%$T O1 TAB%E

Ta2le Title 'age #um2er

4!6 Interpretation of CO9 values >

4!: CO9 in +ifferent i(pact tests 64

7!6 Tie rod 9pecification 47

8!6 +ifference /etween +isc ' +ru( /ra.es 45

5!6 9u((ar0 of design of chassis ;7

4



!ha/ter ,

$ntroduction

Go-Kart +esigning is first and /asic step in fa/rication and (anufacturing of go-.art! Ee are

fascinated /0 the fact that we can use our .nowledge and enthusias( of engineering andtechnolog0 for /uilding a (achine@ which rolls on four wheels powered /0 a petrol or diesel

engine and driven /0 one single person@ this (achine is called as Go-Kart!

Go-.art designing and (anufacturing has /eco(e a passionate co(petition in engineering

colleges all over the India! &an0 engineering colleges in India organiFe several Go-.art

designing and (anufacturing co(petitions! The0 invite students of engineering colleges to

ta.e part in the co(petition! To participate in an0 such co(petition students (a.e a tea( and

divide the tea( into su/ groups! These su/ groups wor. in several su/ depart(ents for Go-

.art (anufacturing@ for eBa(ple designing depart(ent@ trans(ission s0ste(s@ suspension

s0ste(s@ steering s0ste(s@ /ra.ing s0ste(s and fa/rication and (ar.eting depart(ent! Ee

decided to ta.e part in a co(petition na(ed DInternational Go-Kart #ha(pionshipJ organiFed

/0 ,U@ with an ai( to win the cha(pionship!

The (ain ai( for the designing depart(ent is to prepare the co(plete design of the proposed

Go-.art in suita/le #A+ software %#o(puter aided designing)! 9o(e ver0 fa(ous #A+ soft

;



wares are 9olid "dge@ 2 cad@ Auto #ad@ 9olid Eor.s etc!

The co(plete procedure of designing a Go-.art is consisted of several i(portant steps which

are part of the (ethodolog0 adopted /0 the designers! These steps are used to ensure the /est

design fro( ever0 aspect! The steps are 9election of (aterial@ adder chassis designing@

9tatic i(pact fro( different sides of chassis@ uc.ling points@ Cinite ele(ent anal0sis@

I(provisation in design@ Cinal ladder chassis design! "ach and ever0 step will co(prise this

whole report!

+esigning the go-.art /0 .eeping in (ind the co(fort of the driver@ aesthetic as well as

ergono(ic considerations@ and (aneuvera/ilit0 of the vehicle itself is a tas. which will

challenge our /oth technical and reasoning s.ills!

!ha/ter *

%iterature Revie6

*., "i0tory of go-8art

A(erican DArt InglesJ is generall0 accepted to /e the father of Go-.arting! #urrentl0 go-

.arting is largel0 popular in "urope!

The first .art (anufacturer was an A(erican co(pan0@ Go-.art &anufacturing #o! %6>75)! In

6>7> &c #ulloch was the first co(pan0@ to produce engines for .arts! The &c#ulloch &#-63

was an adapted chain saw :-stro.e engine! ater in 6>83s (otorc0cle engines were also

adapted for go-.arts!

7



*.* !om/onent0 of Go-Kart

2or(all0 a go-.art is in single seated for( while two seated .arts can also /e found in so(e

countries!

asicall0 a go .art consist of four (ain co(ponents which include a chassis@ engine@

trans(ission s0ste( and t0res! Other than these (ain co(ponents there are so(e other parts

such as /ra.es and steering! A go-.art (a0 or (a0 not e(plo0 suspension s0ste(s or seat

/elts! As the rear aBle is rigid no differential is used in go-.arts i!e! /oth the rear wheels turn

at sa(e speed! Cor the current design engine is placed /ehind the driver seat there is a fire

wall /etween driver seat and the engine to protect the driver fro( the hot fla(es in case of

engine fire! The engine (a0 also /e placed at the side of the driver seat@ /ut this will increase

the on trac. width of the vehicle %trac. width)!

*.*., !ha00i0

The chassis is (ade of steel tu/ing %tu/ing (aterial (ust /e selected wisel0)! As there is no

suspension s0ste( in (an0 go-.arts or even if there is@ the chassis have to /e fleBi/le enough

to wor. as suspension and stiff enough not to /rea.! Kart chassis are classified as DopenJ@

DcagedJ@ DstraightJ@ ' DoffsetJ!

Open .arts do not have an0 roll cage! #aged .arts have roll cage surrounding the driverL the0

8

1igure*.,9 fir0t go 8art invented 2y Art$ngle0.



are (ostl0 used on dirt trac.s! In straight chassis the driver sits in the centreL straight chassis

are used in sprint racing! In offset chassis the driver sits on the left sideL offset chassis are

used for left-turn-onl0 speedwa0 racing! #hassis should /e designed in such a wa0 that it can

withstand overall load of driverJs weight and weight of all other co(ponents of the go-.art!

*.*.* Engine0

Ee onl0 have two t0pes of engines that are suita/le to power the go-.arts@ which are Two-

stro.e-engines and Cour-stro.e-engines! oth the engines are petrol fuelled! &ost of the go

.arts are using two-stro.e-engine as the engine is s(all /ut powerful enough to satisf0 the

desired perfor(ance re=uire(ents@ however due to environ(ental issues Cour-stro.e-engines

are rapidl0 replacing Tow-stro.e-engines in last few 0ears!

*.*.7 Tran0mi00ion y0tem0

Trans(ission s0ste( in an auto(otive is a (echanis( that transfers the power developed /0

the engine to the wheels! In go .arts since low power is to /e trans(itted fro( engine to the

wheels so #hain drives are used! Using a gear drive will not onl0 increase the cost of the go-

.art /ut it will also increase the weight of the go .art! This is the reason wh0 all the go-.arts

e(plo0 #hain drive onl0@ just li.e in (otor/i.es!

*.*.: Tyre0

The t0res used in a go-.art often depend on the conditions of the trac.! A wet weather

condition would re=uire Eet T0res and the 9lic. T0res are used for dr0 weather conditions!

Ehile so(e .arts would use inter(ediate t0res that have a (oderate level of grooves on the

surface of t0re!

<



!ha/ter 7

De0igning

7., 1inite Element Analy0i0

Cinite "le(ent Anal0sis or C"A is a tool used to identif0 the perfor(ance of a (odel /0

stressing the (odel to o/tain the specified results! The detailed visualiFation of where the

parts would /end or twist and the distri/ution of stresses would /e indicated through the

si(ulation! &odifications could /e done to i(prove the areas where the stress sustaina/ilit0 is

wea.! Cinall0@ a final design review is perfor(ed to ensure the design is wor.a/le and read0

for protot0ping!

7.* 1actor of afety

Ehile designing a co(ponent it is necessar0 to provide sufficient reserved strength in case of

accident@ it is achieved /0 .eeping suita/le factor of safet0 %CO9)! A (aterial starts to 0ield

when the e=uivalent stress reaches the 0ield strength of the (aterial! Mield strength of a

5



(aterial is defined as a (aterial propert0! 9olid Eor.s si(ulation software calculates the CO9

at a point /0 dividing the 0ield strength /0 the e=uivalent stress at that point!

7.7$nter/retation of 1O value0

Ta2le 7.,:

$nter/retation of 1O value0

CO9 N 6 &aterial has 0ielded at

location

+esign is not safe

CO9 6 &aterial at location has just

started to 0ield

-

CO9 P 6 &aterial at location has not

0ielded

+esign is safe

&aBi(u( force that a /od0 can withstand is o/tained /0 (ultipl0ing the 0ield strength with

CO9!

7.: 'rototy/ing & 1orce calculation

A protot0pe of the finaliFed design is /uilt and the perfor(ance of the design is verified to

co(pl0 with the design re=uire(ents!

#alculation of force applied on chassis during i(pact on chassis@ is /ased on (aBi(u( loads

induced in d0na(ic conditions@ applied on static chassis! This (ethod uses "uro standard

which defines (aBi(u( force as1-

Ehere@ #ur/ Eeight %6<3 Kg)@ &aBi(u( velocit0 %83 (sec)@ ti(e of i(pact according to

"uro standards %:73 (illiseconds)!

7. $m/act Te0t0

7.., 1ront $m/act Te0t

It is carried out to .now the results of head on collision of the go .art@ the defor(ation@ factor

of safet0 are the i(portant para(eters for the judg(ent of design perfor(ance! Ee tr0 to

deter(ine how the go .art is going to perfor( in the real harsh conditions of driving! Cigures

7!6 ' 7!: show the defor(ation induced in the front chassis (e(/ers due to the front i(pact

load application and the CO9 calculated /0 solid wor.s at that location respectivel0!

>



1igure 7.,9 1ront $m/act deformation re0ult0

7..* ide $m/act Te0t

9o(eti(es while racing the go .art (a0 get severe i(pacts fro( sidewa0s /0 other go .arts@

so side protection is also necessar0! "ven though side /u(pers are provided /ut still the

i(pact should not reach the driver! The figure 7!4 shows the deflection of side /ea( in side

i(pact test and figure 7!; shows the CO9! ,oint to chec. here is that in this test we have not

considered an0 side /u(pers@ /ut in actual go .art design side /u(pers will add to the safet0

of the driver fro( the accidental side i(pacts!

63



1igure 7.*9 ide im/act deformation re0ult0

7..7 Rear $m/act Te0t

Rear i(pact test shows the perfor(ance of the design in case of other .arts hitting our .art

fro( /ehind during the racing! The rear part of the chassis (ust ta.e up the shoc. of i(pact

and it should not allow the shoc. reach up to the engine! The figure 7!7 shows the deflection

of the rear (e(/ers of the chassis during the rear i(pact load application and the figure 7!8

shows the calculated CO9 /0 solid wor.s!

66



1igure 7.79 Rear im/act deformation re0ult0

Ta2le 7.*9 Different value0 of 1O in Different im/act te0t0

Te0t0 1O

CRO2T I&,A#T T"9T ;!4

6:



R"AR I&,A#T T"9T 6!>

9I+" I&,A#T T"9T :!<

CRO2T E$"" A2+I2G T"9T 6

The a/ove ta/le 7!: shows that the design is safe in ever0 aspect! CO9 is .ept ver0 opti(u(

in ever0 conditionL these factors of safet0 values will ensure eBcellent perfor(ance even in

ver0 harsh racing or driving conditions! 9o we can (ove forward with this design for final

ladder chassis!

!ha/ter :

Tran0mi00ion

64



$ntroduction of tran0mi00ionA (achine consists of a power source and a power trans(ission s0ste(@ which provides

controlled application of the power! &erria(-Ee/ster defines transmissions an asse(/l0 of

parts including the speed-changing gears and the propeller shaft /0 which the power is

trans(itted fro( an engine to a live aBle! Often tran0mi00ion refers si(pl0 to

the gear2o; that uses gears and gear trains to provide speed and tor=ue conversions fro( a

rotating power source to another device!

The (ost co((on use is in (otor vehicles@ where the trans(ission adapts the output of

the internal co(/ustion engine to the drive wheels! 9uch engines need to operate at a

relativel0 high rotational speed@ which is inappropriate for starting@ stopping@ and slower

travel! The trans(ission reduces the higher engine speed to the slower wheel speed@

increasing tor=ue in the process! Trans(issions are also used on pedal /ic0cles@ fiBed

(achines@ and where different rotational speeds and tor=ues are adapted!

Often@ a trans(ission has (ultiple gear ratios %or si(pl0 QgearsQ)@ with the a/ilit0 to switch

/etween the( as speed varies! This switching (a0 /e done (anuall0 %/0 the operator)@ or

auto(aticall0! +irectional %forward and reverse) control (a0 also /e provided! 9ingle-ratio

trans(issions also eBist@ which si(pl0 change the speed and tor=ue %and so(eti(es direction)

of (otor output!In (otor vehicles@ the trans(ission generall0 is connected to the engine cran.shaft via a

fl0wheel andor clutch andor fluid coupling@ partl0 /ecause internal co(/ustion engines

cannot run /elow a particular speed! The output of the trans(ission is trans(itted via

driveshaft to one or (ore differentials@ which in turn@ drive the wheels! Ehile a differential

(a0 also provide gear reduction@ its pri(ar0 purpose is to per(it the wheels at either end of

an aBle to rotate at different speeds %essential to avoid wheel slippage on turns) as it changes

the direction of rotation!

#onventional gear/elt trans(issions are not the onl0 (echanis( for speedtor=ue adaptation!

Alternative (echanis(s include tor=ue converters and power transfor(ation %for

eBa(ple@ diesel-electric trans(ission and h0draulic drive s0ste()! $0/rid configurations also

eBist!

6;



O25ective of tran0mi00ion

• To harness engineJs power and tor=ue and distri/ute to the ground in (ost efficient

wa0!

• Opti(iFe the engine tor=ue and speed catering to different situations!

• It (ust reduce the drive-line speed fro( that of the engine to that of the driving

wheels in a ratio of so(ewhere /etween 416 or 6316 or (ore@ according to the relative

siFe of engine and weight of the vehicle!

• Turn the drive >3 degree or perhaps otherwise realign it!

• "na/le the driving wheels to rotate at different speeds!

• ,rovide the relative (ove(ent /etween engine and driving wheels!

• Ehen the engine is running@ to ena/le the connection to the driving wheels to /e

(ade s(oothl0 and without shoc.

• Opti(iFed (ultiplication of engineJs tor=ue catering to different driving conditions!

:., Advantage of manual tran0mi00ion

67



,ricing Of "ngine

• ehicles with (anual trans(ission are usuall0 cheaper than vehicles with

auto(atic trans(ission!

Cuel #onsu(ption

•&anual trans(ission has /etter fuel econo(0 as co(pared to auto(atic

trans(ission! This is /ecause (anual trans(ission has /etter (echanical

and gear train efficienc0 co(pared to auto(atic trans(ission! &anual

trans(ission also has certain fuel saving (odes of operation %e!g! Keeping

the rp( low /0 shifting to the higher gear earl0)

&aintenance

• It is cheaper to (aintain a vehicle in (anual trans(ission /ecause a

vehicle with auto(atic trans(ission is (ore co(plicated device and

re=uire (ore (aintenance!

#ontrol

• &anual trans(ission offers the driver (ore control of the vehicle

co(pared to auto(atic trans(ission! It also /etter driving on steep and

winding roads! +river of (anual cars can also downshift to a lower gear

for (ore power@ while an auto(atic trans(ission driver can onl0 pla0 with

the throttle at the drive (odes! That is wh0 trans(ission of perfor(ance

cars are (ostl0 (anual in se(i-auto(atic

&oving a (alfunctioned vehicle

• ehicles with (anual trans(ission can /e (oved (anuall0 /0 pushing the

vehicle at neutral gear when the engine (alfunctions! This is =uite useful

in situations where the vehicle /rea.s down in the (iddle of the road@ and

(ust /e (oved to the side i((ediatel0

:.* Engine /ecification

68



• "ngine selection $onda 9tunner

• +isplace(ent 6:;!< cc

• "ngine ; stro.e single c0linder O$#

• &aBi(u( power 66/hp >733 rp(

• &aBi(u( tor=ue 662( <733 rp(

• Trans(ission constant (esh s0nchronous gear /oB

• #lutch Eet clutch (ultiplate

• #ooling t0pe air cooled engine

• oreSstro.e 7:!;S7<!58((

:.7 Tran0mi00ion !alculation0

Assu(ptions

i.e t0re siFe ::inches 3!7755(

Go .art t0re siFe 6;!7inch 3!4854(

"ngines (aB rp(s >733

Rear sproc.et siFe of /i.e ;6 teeth

&aB speed of /i.e 637 .(h

Mea0ured 0/eed of 2i8e in different gear0 at :+++ r/m0

69T 6;.(h

:nd :;.(h

4rd 46.(h

;th 45.(h

6<

1igure :.,9 "onda tunner Engine



7th ;;.(h

!alculation of 2i8e<0 reduction ratio0

Cinal reduction no teeth of rear sproc.et no of teeth of engine sproc.et

;66;

:!>:

#alculation of t0re rp( at ;;.(h

;;333 3!7755S4!6;St0re rp(S83

T0re rp( ;;333 %3!7755S4!6;S83)

;6<!>

#alculation of t0re rp( at 45.(h

45333 3!7755S4!6;St0re rp( S83

T0re rp( 483!>

9i(ilarl0 t0re rp(s at

46.(h :>;!;7

:;.(h ::<!>

6;.(h 64:!>

Total reduction in 6st gear ;33364:!> 43!3><

Total reduction in :nd gear ;333::<!> 6<!776

Total reduction in 4rd gear ;333:>;!;7 64!75;

Total reduction in ;th gear ;333483!> 66!354

Total reduction in 7th gear ;333;6<!> >!7<6

Engine0 reduction in

6st gear 43!3><:!>: 63!43<

:nd gear 6<!776:!>: 8!363

4rd gear 64!75;:!>: 7!448

;th gear 66!354:!>: 4!<>7

7th gear >!7<6:!>: 4!:<<

Cactors effecting perfor(ance of a vehicle

Air resistance

Ar .aSaSv:

Ka coefficient of air resistance

65



A front area of go .art

speed of go .art in (s

Ar for stunner /i.e at ;<.(ph speed 3!6S3!77:S64!37S64!37

632 %approB!)

Ar at ;<.(ph speed 3!;7S!77:S64!37S64!37

;:!4342

Gradient re0i0tance Fero for go .art

Rolling re0i0tance 3!65Sweight of go .art with driver

3!65S673

:<2

Rolling resistance for /i.e 3!65Sweight of /i.e with driver

3!65S:33

482

Total resistance at (aB tor=ue for go .art ;:!434:< <32%approB)

total resistance at ;<.(ph for /i.e 4863 732%approB!)

9o total tractive force availa/le for acceleration is

In 6st gear 673:-;3

In :nd gear 58>!7:-;3 5:>!7:

In 4rd gear 8<<!>8-;3 84<!>82

In ;th gear 7;<!<-;3 73<!<2

In 7th gear ;<<!75-;3 ;4<!752

A##""RATIO2

Ta.ing total weight of go .art :33.g with driver

Acceleration in 6st gear 6;8::33 <!46(sec:

Acceleration in :nd gear 5:>!7::33 ;!6;<8(sec:

Acceleration in 4rd gear 84<!>8:33 4!65>(sec:

Acceleration in ;th gear 73<!<:33 :!745(sec:

Acceleration in 7th gear ;4<!75:33 :!65<(sec:

!om/ari0on of go 8art 6ith 2i8e of 6hich engine i0 u0ed

!alculating tor=ue of 2i8e

6>



In 6st gear 66S43!3><S3!> :><!>82(

In :nd gear 66S6<!776S3!> 6<4!<72(

In 4rd gear 66S64!75;S3!> 64;!;52(

In ;th gear 66S66!354S3!> 63>!<:2(

In 7th gear 66S>!7<6S3!> >;!<7:2(

!alculation of tractive effort

In 6st gear :><!>8S:!7755 638:!>>:2

In :nd gear 6<4!<7S:!7755 8:6!5852

s

In ;th gear 63>!<:S:!7755 4>:!8>52

In 7th gear >;!<7:S:!7755 44>!6:82

#onsidering total resistance of /i.e 732

Total resistance of go .art <32

Acceleration of 2i8e

#onsidering /i.e weight :33.g with driver

In 6st gear 636:!>>::33 7!38;(s:

In :nd gear 7<6!585:33 :!57>(s:

In 4rd gear ;46!46<:33 :!678(s:

In ;th gear 4;:!8>5:33 6!<64(s:

In 7th gear :5>!6:8:33 6!;;7(s:

Giving a top speed of a/out ;7 .(ph in :nd gear to go .art

#alculating reduction re=uired for ;7 .(ph top speed in :nd gear

;7.(ph %>733reduction re=uired)S4!6;S!4854S836333

Reduction re=uired 6;!8;

Cinal reduction re=uired 6;!8;8!363 :!;4

"ngine sproc.et 6; teeth so aBle sproc.et re=uire 6;S:!;4 4; teeth so a 4; teeth

sproc.et is chosen

In 6st gear

Total reduction 63!43<S:!;:5 :7!3:7

Tor=ue at aBle 66S:7!3:7S!> :;<!<76n(

:3



Tractive effort :;<!<76S3!4854: 64;7!4<8n

Acceleration 64;7!4<8-<3 6:<7!4<8673 5!73:(sec:

Top speed >733:7!3:7 4<>!8:3S!4854>S4!6;S836333 :8!4;.(ph

In :nd gear

&aB tor=ue at wheels 66S:!;:S8!363S!> 6;;!;>37n(

&aB tractive force 6;;!;>3S:!4854 <5;!84;n

&aB acceleration <6;!84;673 ;!<8;sec:

Top speed ;7!68.(ph

In 4rd gear

&aB tor=ue at wheels 66S:!;:5S7!448S!> 6:<!54>n(

&aB tractive effort 6:<!54>S:!4854S 8>;!:66n

&aB acceleration 8:;!:66673 ;!686(sec:

Top speed >7336:!>64 <47!8>:S4!6;S!4854S836333 76!3;5.(ph

In ;th gear

&aB tor=ue at wheels 66S:!;:S4!<>7S!> >3!>65n(

&aB tractive effort >3!>65S:!4854 ;>4!<:8n

&aB acceleration ;:4!<:8673 :!5:;(sec:

Top speed >733>!654 634;!7:3S4!6;S!4854S836333 <6!<54.(ph

In 7th gear

&aB tor=ue at wheels 66S<!>78S!> <5!<8;n(

&aB tractive effort <5!<8;S:!4854 ;:<!<65n

&aB acceleration ;:<!<65-<3 47<673 :!45;(sec:

Top speed >733<!>78 66>;!38<S4!6;S!4854S836333 5:!574.(ph

!om/ari0on

V of tractive effort

W%64;7-638:)638:XS633

:8!8V (ore

Tractive effort will /e :8!8V (ore in ever0 gear

:6



!ha/ter

teering

$ntroduction in teering

The (ain ai( for the steering depart(ent is to design and fa/ricate such a steering s0ste(

which allows the vehicle to follow the desired course! This is (ade possi/le /0 the lin.ages

that connect the steering wheel to the steer a/le wheels and tires! Ee had used 9olid wor.s for

designing the steering geo(etr0 !The steering s0ste( (a0 /e either (anual or power! The

steering s0ste( has co(ponents1

,> The steering wheel and steering shaft that trans(it the driverDs (ove(ent to the pit(an

ar(!

*> The pit(an ar( that increases the (echanical advantage while changing the rotar0 (otion

::



of the steering wheel to linear (otion!

7> The steering lin.age that carries the linear (otion to the steering ar(s!

Ac.er(an 9teering ,rinciple descri/es the relationship /etween the front wheels of vehicle as

the0 relate to each other when in a turn! The inner wheel will /e traveling in s(aller dia(eter

circle than the outer wheel! All the wheels should (ove around a co((on point!

1igure .,9 teering Mechani0m

i.e in designing an0 su/s0ste(@ so(e suita/le targets were thought off@ the (eans to achieve

the( were found out and the effects of the s0ste(Ds perfor(ance on other s0ste(s were

anal0Fed!

T0pical target for a vehicle designer is to tr0 and achieve the least turning radius so that thegiven feature aids while cornering in narrow trac.s@ also i(portant for such a vehicle is that

driverDs effort is (in! This is achieved /0 selecting a proper steering (echanis(!

Ee had studied (ainl0 two t0pes of 9teering 90ste(s for this1

6! RA#K A2+ ,I2IO2 9T""RI2G &"#$A2I9&

:! ,IT AR& 9T""RI2G 9M9T"&.,election of teering y0tem0

:4



.,.,Rac8 and 'inion teering Mechani0m

Rac8-and-/inion 0teering is =uic.l0 /eco(ing the (ost co((on t0pe of steering on cars@

s(all truc.s and 9Us! It is actuall0 a prett0 si(ple (echanis(! A rac.-and-pinion gearset is

enclosed in a (etal tu/e@ with each end of the rac. protruding fro( the tu/e! A rod@ called

a tie rod@ connects to each end of the rac.!

The /inion gear is attached to the 0teering 0haft! Ehen 0ou turn the steering wheel@ the gear

spins@ (oving the rac.! The tie rod at each end of the rac. connects to the 0teering arm on

the 0/indle %see diagra( a/ove)!

The rac.-and-pinion gear set does two things1

6! It converts the rotational (otion of the steering wheel into the linear (otion needed to

turn the wheels!

:! It provides a gear reduction@ (a.ing it easier to turn the wheels!

On (ost cars@ it ta.es three to four co(plete revolutions of the steering wheel to (a.e the

wheels turn fro( loc. to loc. %fro( far left to far right)!

The 0teering ratio is the ratio of how far 0ou turn the steering wheel to how far the wheels

turn! Cor instance@ if one co(plete revolution %483 degrees) of the steering wheel results in the

wheels of the car turning :3 degrees@ then the steering ratio is 483 divided /0 :3@ or 6516! A

higher ratio (eans that 0ou have to turn the steering wheel (ore to get the wheels to turn a

given distance! $owever@ less effort is re=uired /ecause of the higher gear ratio!

:;

http://science.howstuffworks.com/transport/engines-equipment/gear-ratio.htm

http://science.howstuffworks.com/transport/engines-equipment/gear-ratio.htm



1igure .*9 Rac8 and 'inion Arrangement

.,.*'it arm teering Mechani0m

9i(ple lin.age t0pe Ac.er(an steering which is generall0 used in Go Karts@ It has ver0 less

steering ratio /ut increases the effort of the driver!

1igure .79 'it Arm teering y0tem

:7



Ee have rated various steering s0ste( on a scale of 7 and o/tained a result that pit(an is (ost

suita/le for our go .art vehicle

1igure .:9 Rating Of variou0 0teering 0y0tem

.* Main Term0 of teering y0temThe three (ain parts of the steering (echanis( are Kingpins@ Mo.e@ and 9tu/ aBles!

.*.,King/in0

The .ingpin is the (ain pivot in the steering (echanis( of a car! It is si(pl0 a pin (ade to

allow the front wheels rotate freel0! It has /een (ade fro( 47(( O!+ &9 tu/ing having

5(( wall thic.ness! Tapping of 45” is provided on /oth sides to asse(/le the pin with the

Mo.e with help of /olts! The Kingpin is directl0 welded to the chassis /0 providing so(e

angles to it relative to the fra(e!

:8



1igure .9 King/in

King/in $nclination

King-,in Inclination %K,I) is the inward lean of the .ing-pins relative to the true vertical line@

as viewed fro( the front or /ac. of the vehicle! K,I causes so(e of the self-centering action

of the steering! This is /ecause the straight ahead position is where the wheel is at its highest

point relative to the suspended /od0 of the vehicle - the weight of the vehicle tends to turn the

.ingpin to this position! A second effect of the .ingpin inclination is to set the scru/ radius of

the steered wheel! This is the offset /etween the tireJs contact point with the road surface and

the projected aBis of the steering down through the .ingpin!

.*.* !am2er Angle

#a(/er is the degree to which the front wheels lean toward or awa0 fro( each other@ if the

tops of the t0res are closer together than the /otto(@ then ca(/er is negative and positive

ca(/er is the opposite of negative ca(/er! To (aBi(iFe grip when cornering@ it is highl0

desira/le to have as (uch of the two outside t0reJs ru//er on the trac. as possi/le! #a(/er is

the setting (ostl0 responsi/le for (aintaining (aBi(u( ru//er on the road in corners! If the

top of the wheel is farther out than the /otto( %that is@ awa0 fro( the aBle)@ it is called

positive ca(/er ' if the /otto( of the wheel is farther out than the top@ it is called negative

ca(/er! 2egative ca(/er i(proves grip when cornering! This is /ecause it places the tire at a

:<



(ore opti(al angle to the road@ trans(itting the forces through the vertical plane of the tire@

rather than through a shear force across it! Another reason for negative ca(/er is that a ru//er

tire tends to roll on itself while cornering! If the tire had Fero ca(/er@ the inside edge of the

contact patch would /egin to lift off of the ground@ there/0 reducing the area of the contact!

"Bcessive ca(/er angle can lead to increased tire wear and i(paired handling! #astor angle

provided on our .art is 63 degrees and ca(/er angle of 6: degrees

1igure .?9 !am2er Angle0

.7 teering Geometry

The neBt factor to ta.e into consideration deals with the response fro( the road! The response

fro( the road (ust /e opti(u( such that the driver gets a suita/le feel of the road /ut at the

sa(e ti(e@ the handling due to cornering is not affected! astl0@ the effect of steering s0ste(

para(eters on other s0ste(s li.e the suspension s0ste( should not /e adverse!

:5



1igure .@9 teering Geometry

/ecification0 of 0teering 0y0tem

9teering ratio416

+eflection of front wheel :>!6;deg

Angle turned /0 steering wheel on one side:>!6;S45<!;: degree!

Total angle turned /0 steering wheel 6<;!5; deg!

2o! of rotation of steering wheel6<;!5;483 3!;58 turns!

.: teering !alculation0

!orrect 0teering angle

:>



The perfect steering is achieved when all the four wheels are rolling perfectl0 under all the

conditions of running! Ehile ta.ing turns@ the condition of perfect rolling is satisfied if the

aBes of the front wheels when produced (eet the rear aBis at one point! Then this point is the

instantaneous center of the vehicle! The re=uire(ent is that the inside wheel is (ade to turn

through a greater angle than the outer wheel! The larger the steering angle@ the s(aller is the

turning circle! There is however a li(it to the (aBi(u( steering angle! The figure /elow

shows the position of the wheels for correct steering! Referring to the figure@ for correct

steering1

1igure .9 !orrect teering

1igure .9 Turning Radiu0 calculation 1ormulae

43



This e=uation represents the /asic condition for the steering (echanis( to /e perfect rolling

of all wheels! To solve the a/ove e=uation@ trial and error (ethod is used! In the a/ove

e=uation@ c is the distance /etween pivot centers of the steering tie rods and / is the

wheel/ase! Cro( the vehicle para(eters@

c 4>inches@ /;5 inches

c/!56

Cro( the relation@

!ot C !ot F +.,

0 trial and error (ethod@ the

A//ro;imate value0 of angle0 are degree0 and degree0 re0/ectively.

$ence@ for perfect rolling conditions and no slipping condition on the tires@ the angles of

steering are

CF Outer 6heel loc8 angle0 F *.:+ deg and

YF $nner 6heel loc8 angle F ,:.:+deg

aFc.o.mF*,inch

Turning radiu0 of vehicle F a* H l*I cot (average angle>J +. 4!;7 meter0!

. teering Mechani0m

To achieve the correct steering@ two t0pes of (echanis(s are used! The0 are the

46



Davi0 and Ac8ermann mechani0m

This geo(etr0 ensures that all the wheels roll freel0 without the slip angles as the wheels are

steered to trac. a co((on turn center! The si(plest construction that generates Ac.er(ann

geo(etr0 is where the pit ar( plate is located /ehind the swing aBle and lines starting at the

.ingpin aBis and eBtended through the outer tie rod ends when eBtended intersect the center of

the rear aBle! The angularit0 of the steering .nuc.le will cause the inner wheel to steer (ore

than the outer wheel and a good approBi(ation of the perfect Ac.er(ann is achieved! The

a/ove eBplained

&ethod is shown /elow with a Cig!

1igure .,+9 True teering

Ac.er(ann Geo(etr0 a second wa0 to design-in differences /etween inner and outer steer

angles are /0 (oving the pit ar( forward or /ac.ward so that it is no longer on the line

directl0 connecting the two outer tie rod /all joints! Another wa0 to generate toe with steering

is si(pl0 to (a.e the steering ar(s different lengths! A shorter steering ar(@ as (easured

fro( the .ingpin aBis to the outer tie rod end will /e steered through a larger angle than one

with a longer .nuc.le! ut this effect is as0((etric and applies onl0 to cars turning in one

direction@ e!g! Oval trac.s! $ence the (ethod of eBtending the outer tie rod ends to intersect at

the rear aBle is (ost preferred! Ehen the vehicle is in straight ahead position@ these lin.s

4:



(a.e e=ual angles Z with the center line of the vehicle! The dotted lines indicate the position

of the (echanis( when the vehicle is turning to the left!

.? Tie Rod /ecification0Ma;imum load /ecification of tie road

+ia(eter of Rod 3!8<7

&o(ent of Area %[8;) +;

%[8;) S %3!8<7);

3!363: %inch) ;

Allowa/le force %[:S"SI):

637458 2ewton!

Ta2le .,9 Tie Rod /ecification0

Tie rod 0/ecification

&aterial &ild steel

ength 6:!<7 inches

44



&aB allowed force 637458 2

!ha/ter ?

Bra8ing

$ntroduction of Bra8ing in Go-Kart

ra.es are a (echanis( with which we decelerate and stop the vehicle! ra.es are /ased on

4;



the principle of friction! Ehen the /ra.e pedal is pressed@ the force is trans(itted through the

/ra.e lines and the /ra.e pads are ru//ed against the rotating /ra.e disc and the disc is

stopped due to friction! $eat is produced during the process in the for( of .inetic energ0!

Bra8e0 are cla00ified into variou0 categorie01

6! On the /asis of (ode of trans(ission of force-

i) &echanical /ra.es

ii) $0draulic /ra.es

iii) "lectro(agnetic /ra.es

:! On the /asis of t0pe of rotor-

i) +isc /ra.es

ii) +ru( /ra.es

4! On the /asis of power /oosters

i) ,ower /ra.es

Bra8e com/onent01

• Rotor- It is a round disc connected to the aBle in our go .art! It is usuall0 (ade of cast

iron or alu(inu(! It has drilled holes in it to dissipate heat produced during /ra.ing!

#aliper asse(/l0 is (ounted on the disc! And during /ra.ing@ /ra.e pads are ru//ed

against this disc! Ehen disc stops rotating@ then so is the aBle and t0res!

• &aster c0linder- (aster c0linder is connected to the /ra.e pedal! Ehen the /ra.e

pedal is pressed@ it presses the piston inside the (aster c0linder and trans(its the pedal

force to the /ra.e pads!

• ra.e pipes- /ra.e pipes are narrow ru//er pipes which connects (aster c0linder and

caliper! It provides a path to the /ra.e fluid and trans(its the /ra.e pressure to /ra.e

pads!

47



• ra.e fluid- ra.e fluid is the wor.ing (ediu( of h0draulic /ra.es! Ee have used

+OT 4 fluid in our go .art! ra.e fluid trans(its the /ra.e pedal force to the /ra.e

pads! It is assu(ed to /e inco(pressi/le! ra.e fluid is contained in reservoir!

• #aliper- caliper contains /ra.e pads and piston %which presses the /ra.e pads when

/ra.e pedal is pressed)!

• ra.e pads- /ra.e pads contain friction (aterial and are pressed against the rotor!

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

one rotor.

There are two popular /ra.es- disc /ra.es and dru( /ra.es! In our project we have used disc

/ra.es due to following reasons1

48



Ta2le?.,9 Difference 2et6een Di0c & Drum Bra8e0

#o.

Di0c Bra8e0 Drum Bra8e0

6 Criction surfaces directl0

eBposed to the cooling air

Criction occurs on the internal

surfaces fro( which heat can

/e dissipated onl0 after it has

passed /0 conduction through

the dru(!

: Criction pads are flat@ wear

in the linings are unifor(!

Criction pads are curved!

4 2o loss in efficienc0 due

to eBpansion!

oss in efficienc0 due to

eBpansion!

; etter Anti-fade

#haracteristics!

esser Anti-fade

#haracteristics!

7 9i(ple design (a.es

servicing and changing of ,ad is easier!

+esign is little co(pleB as

#o(pared to disc /ra.es!

8 Eeighs less! Eeighs (ore

1igure ?.,9 Bra8e A00em2ly

?., Bra8e !alculation0

Forces and Pressure1

,edal force 633 l/s ;732

4<



,edal ratio 816

Rotor siFe :33((

#oefficient of friction 3!8

Corce on (aster c0linder push rod 8 B 633 833 l/s :8<32

&aster #0linder piston dia(eter 3!<3” 6!5 c(

&aster #0linder piston area %4!6;;) B %6!5633): :!7 B 63-; (:

#aliper piston dia(eter 6” %(easured) :!7;c(

#aliper piston area %4!6;;) B %:!7;633): 3!76 B 63-4 (:

2o! of pistons in the caliper :

Total area of pistons in the caliper 6!3: B 63-4 (:

Output force fro( caliper piston :8<3 B %6!3: B 63-4 :!7 B 63-;) 635>4!82

Average #ircuit ,ressure :33 Kgs! :!7 B 63-; (: 6475!: ,si

Stopping Distance & Deceleration9

Kinetic "nerg0 Crictional Eor. done

: :\g

5: K(ph ::!<5 (s

\ 3!< %Assu(ed) etween Road ' Tires

g >!56 (s:

B 48 ( %#alculated)

Reaction time1 3!67 to 3!43 sec %,ractical range)

Assu(ed reaction ti(e 3!:3 sec

+istance traversed due to reaction ti(e 4!:: (

Total to//ing Di0tance 48 4!:: ;3 (

: u: :aB

v 3 %final velocit0)

u ::!<5 (sec %top speed)

B 48 ( %According to Kine(atic "=uations)

Actual 9topping distance of the vehicle ;!7(

45



Deceleration4 a <!44 (s: %#alculated)!

!ha/ter @

4>



u0/en0ion

$ntroduction

The suspension is the lin. /etween the tires and the fra(e of a car@ and includes the springs

and shoc. a/sor/ers! If all roads were s(ooth@ suspension would not /e necessar0!

9pecialiFed racing cars have /een /uilt without an0 suspension such as go-.arts@ which are

ver0 s(all and light co(pared to other vehicle! In addition to providing co(fort@ the

suspension is used to tune the chassis for the /est possi/le handling =ualities! It is also to

/la(e for (ost of the poor handling =ualities 0ou (a0 /e tr0ing to get rid of! The chassis

supports the engine@ /od0 and occupants! It rests on springs which insulate the chassis fro(

road irregularities@ and fro( the driverJs point of view the chassis /ounces up and down on

the springs! The weight of the chassis and all parts (ounted on the chassis is considered to /e

spring weight!

O/jectives for using suspension s0ste(

• 9upports the weight

• ,rovides a s(ooth ride

• Allows rapid cornering without eBtre(e /od0 roll

• Keeps tires in fir( contact with the road

• ,revent eBcessive /od0 dive

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

• Eor.s with the steering s0ste( to .eep the wheels in correct

align(ent

;3



@., Ba0ic 'art0 in u0/en0ion y0tem0

@.,., Ball oint0

9wivel joints that allow control ar( and steering .nuc.le to (ove up and down and side to

side!

1igure @.,9 Ball oint

@.,.* /ring0

9upports the weight of the vehicle@ per(its the control ar( and wheel to (ove up and down!

1igure @.*9 /ring0 of hoc8 a20or2er

;6



@.,.7 hoc8 a20or2er0

Keep the suspension fro( continuing to /ounce after spring co(pression and eBtension .

9hoc.ers of ajaj ,ulsar 673cc were used! ; shoc.ers were used@ : shoc.ers in front with

swing aBle@ : in rear with anti-roll /ar! Hounce and /ounce were approBi(ated 6 inch!

1igure @.79 hoc8 A20or2er

@.* 1ront u0/en0ion0

In 0ears gone /0 a popular t0pe of independent rear suspension was the swing aBle! In this

design each aBle pivots a/out a u-joint neBt to the chassis-(ounted rear-end housing! It has

several nast0 characteristics including a tendenc0 to lift the car when acted on /0 a cornering

force- called jac.ing effect! The suspension also has a ver0 large variation in load! "Bcept for

si(plicit0 and reduced unsprung weight the swing aBle has little to reco((end it!

In (odern ti(es@ a great i(prove(ent on the traditional swing-aBle suspension has /een

(ade! This is the single-pivot swing aBle design@ and it is used onl0 at the rear of the car! To

reduce the ca(/er change and the jac.ing effect of the swing aBle!

9uspension .ine(atics descri/e the (ove(ent caused in the wheels during vertical

suspension travel and steering@ whereas elasto-.inetics defines the alterations in the position

of the wheels caused /0 the forces and (o(ents /etween the tires and the road!

;:



1igure @.:9 1ront u0/en0ion y0tem of Our Go-8art

@.7 Rear 0u0/en0ion9 Anti roll 2ar (Mea0urement0>

• &aterial Used1 - 9tainless 9teel

• olu(e1 - 3!3336:;47 cu/ic (eters

• +ia(eter1 - 3!7 inches

• $oriFontal ength1 - ::!; inches

• Ar( ength1 - <!;; inches

• Angle of inclination1 - 637 degrees

• &ass1 - 3!><<48>;> .g@

;4



• +ensit01 - <57>!>>>> .gcu/ic (eters

!ha/ter

Re0ult0 and Di0cu00ion

As (entioned in the earlier section the design of go .art is inspired fro( the car /od0 of

for(ula 6Js car! The concept of having a coc.pit is containing driver seat is i(ple(ented!

Also along with suspension s0ste(s and other su/ s0ste(s are installed on the chassis! The

for(ula 6 car /od0 can /e considered as a full covered /od0 with an opening for the driver to

enter into the driving coc.pit! $owever in our go .art design the chassis is /uilt in an open

ladder chassis st0le while (aintaining the driver coc.pit design! The co(plete chassis is

designed with the purpose to ease the installation of engine and an0 other relevant

(echanis(! 2onetheless the ease of (aintenance is another consideration for an open chassis!

The report is a hu(/le effort to clarif0 the (ethodolog0 wor.ing out /ehind the selection of

an0 .ind of e=uip(ent or para(eter that is going to /e the part of the vehicle! The figure 8!6

shows the final design of the go .art chassis in this project! The final chassis is result of the

hard wor. carried /0 the designers of the project tea(! Ee (ade different chassis (odel in

the =uest to pull out the /est out of our sheer i(aginations@ which could ensure that we

successfull0 (e the (aBi(u( strength and least weight para(eter at the sa(e ti(e! The ta/le

8!6 /elow will show the pros ' cons of our design!

Ta2le .,9 ummary of de0ign of cha00i0

'ro0 !on0

;;



• Open chassis

• "ase of installation

• "ase of (aintenance

• ow centre of gravit0

• ow weight

• 2ot a caged chassis

• Onl0 one seat

• ,otentiall0 li(ited space in the

driving coc.pit

• arge no! of welds ' less no! of /ends

., co/e of 'ro5ect

Ee see it as a golden opportunit0 to polish our technical s.ills as well as do(e (oraleJs

which is i(portant in order to survive in this highl0 co(petitive and this cut throat

co(petition! At the end of the project i!e! it reaches its apeB we hope to see ourselves

transfor(ed in a positive (anner!

;7



!ha/ter

ummary and !onclu0ion

asicall0@ the o/jectives of the project are achieved! A go .art chassis is /uilt /0 using AI9I

63:3 sea(less tu/ing! The go .art chassis has /een 9i(ulated and Tested /0 solid wor.s in

ter(s of its /ending deflection and torsional stiffness! The cost i(plied ade=uatel0 suits with

the projectJs o/jective as the use of the (aterial such as (ild steel and GI tu/ing at the lowest

price range! Although the design of go .art chassis done in this project could not /e

considered co(pletel0 perfect@ it can /e said that there is alwa0s roo( for perfection!

As for the design that has /een protot0ped in this project@ there are actuall0 a nu(/er of

roo(s for i(prove(ent that can /e done! $owever due to the ti(efra(e provided@ thei(prove(ents done are actuall0 li(ited! Thus further stud0 would /e re=uired in order to

(aBi(iFe the design perfor(ance and the application of so(e other chassis /uilding (aterial

can also /e loo.ed for! 2evertheless fro( all the design and studies that have /een done@ it

can /e concluded that go .art chassis need not /e in conventional tu/ular for(@ the0 can also

/e (ade fro( fi/er glass co(posite (aterials@ and also there is no restriction that suspension

s0ste(s cannot /e used in go .arts! Thus /0 continuingl0 carr0 out the testing and researching

in the design of the go .art chassis ad over all go .art@ an innovative and creative (achine can

/e developed while opti(iFing the perfor(ance of the go .art at the sa(e ti(e!

It (ust not /e a (atter of surprise if in the nearest future we will see Go-.arting as the

favorite (otor sport of the 0oung generation! The craFe for the Go-.art (a.ing co(petitions

in India is growing ever0 0ear in engineering colleges of India! Inter-college co(petitions

(a.e it (ore challenging event! It gives the students a chance to showcase their technical

talents and critical thin.ing s.ills! Cigures <!6 and <!: show the actual Go-.arts fa/ricated in

;8



this project!

1igure .,9 !om/leted Go-8art

;<



1igure .*9 Rear ie6 of !om/leted Go-8art

A//endi;-$

• E$""A9" 1- 78”

• CRO2T TRA#K EI+T$ 1-;4”

• R"AR TRA#KEI+T$ 1- ;6”

• E"IG$T +I9TRIUTIO2

CRO2T-;8!:;VR"AR-74!<8V

• C9A "2GT$- 68<8 ((

• CRO2T RO #"2T"R $"IG$T-;4!;;((@ R"AR-55!>((

• #OG +I9TA2#" CRO& CRO2T E$""-3!8:(

• #OG +I9TA2#" CRO& R"AR E$""-3!78;(

• #OG $"IG$T-64!5”

;5



• $ORI]O2TA AT"RA A##""RATIO2- -3!5:4g

• CRO2T RI+" CR"^U"2#M :!65: $F

• R"AR RI+" CR"^U"2#M- :!368 $F

• RO RAT" CRO2T- 443;!4:; l/-ftradian

• RO RAT" R"AR 463:!8: l/-ftradian

• RO GRA+I"2T- 4!3:4 degg

• CRO2T T+- 76 l/

• R"AR T+- 7;!7: l/

• RO RAT" +I9TRIUTIO21- CRO2T-76!78V @ R"AR-;5!;;V

• AT"RA OA+ TRA29C"R +I9TRIUTIO21- CRO2T-;5!4V @ R"AR-76!<V

Reference0

6! Auto(o/ile &echanics /0 2!K!Giri %:335)@ 5th edition@ Khanna pu/lications!

:! #allisterJs &aterial science and engineering %:36;)@ wile0 India pvt! td!

4! Race car vehicle d0na(ics /0 +ouglus &illi.en %6>>;)@ 9ociet0 Of Auto(otive

"ngineers Inc!

;! Auto(otive "ngineering %volu(e 6) /0 Kirpal singh@ 6:th edition@ 9tandard pu/lishers!

7! &anufacturing processes for engineering (aterials /0 .alpa.jian@ %:33>)@ 7 th edition@

,earson India!

8! Ei.ipedia!co( %http1en!wi.ipedia!orgwi.iKart_racing)!

;>



<! +IM Go-Karts %http1www!di0go.arts!co(indeB!ht(l)!

5! Kart/uilding %http1.art/uilding!netracing.artindeB!ht(l)!

>! Go Kart guru %http1go.artguru!co(angle_iron!php)!

Documents

Go-kart Designing Report