ABSTRACT

The objective of the ELITE KARTING

INTERNATIONAL GO KART team is to
ace the EK14 GO KART INDIA 2014
by designing and manufacturing an go
kart delivering optimal performance
while conforming to high safety,
durability, maneuverability within the
set cost and size restrictions. The
vehicle was designed and analyzed
using SOLIDWORKS13. The team
focused on improving every single
system on the car to boost
performance.

INTRODUCTION
STEERING
To design a steering system in a go kart
there should be a proper ackerman %,
caster trial, scrub, average steer angle,
tie rod length, king pin angle, caster and
chamber angle to maintain the less
steering effort

BRAKES
There should be the proper pedal ratio
that can multiply the force given by
driver. A proper transmission of fluid
from the master cylinder that will
transfer all the force applied by the

driver to the caliper and stop the

rotor. POWER TRANSMISSION
Transmission requires the proper
sprocket ratio to move the whole
vehicle while accelerating.
TYRE
We are using a tire of 10 inch dia and
6 inch width.
CAD DESIGNING
To design a go kart there should be a
proper frame designing that can hold
the whole chassis weight and as well
as driver weight and has the ability to
endurance forces. Which is done by
simulation in solid works.
MATERIAL SELECTION
We are using various material for
different component according to

there usage. Also the best suitable

material that should have strength,
rigidity, cheap and also lighter weight
which makes the car more faster.

DESIGN OF VEHICLE
The design of our go kart is broken in to four major parts

(1) The design objectives

(2) The design calculations and analysis
(3) Considerations
(4) Testing
Based on the overall design objectives of
durability, performance, and light- weight
design, the component is evaluated by the

design team and must meet all of the criteria

to become a part of the overall successful design
alternatives were also considered during each process and
testing commenced once the chosen design met the
design objectives.

FRAME DESIGN
OBJECTIVE
The frame is designed to meet the technical requirements
of competition the objective of the frame design is to
attach all the various components of the chassis, keeping
narrow from front for low turning radius and also for
extremely rigid so that it can with stand shocks . Principal
aspects of the chassis focused on during the design and
implementation including driver safety, drive train
integration, and structural weight, and operator
ergonomic. The number one priority in the chassis design

was driver safety. By the competition rules and Finite

Element Analysis (FEA), the design assured.
DESIGN
The main component of the frame are divided into the
two major parts first the front block (cockpit) for steering
and seat positions etc. and second rear block (engine
compartment) for transmission and brake assembly. Both
the blocks are separated by the firewall(FIRE WALL
DIMENSION).

The frame modal can be viewed as shown below

Isometric view

MATERIAL
The material AISI4130 is used in the frame design
because of its good tensile strength of 560Mpa and
strengthens as well as goodmanufacturability. A good
strength material is important in a frame because the
frame needs to absorb as much energy as possible to
prevent the frame material from fracturing at the
time of high impact. AISI 4130has structural
properties that provide a low weight to strength ratio.
26.9 mm diameter tube with a thicker wall is used instead
of 1inch diameter tube with a thinner wall for
manufacturability purposes. Although the thinner wall, 1
inch diameter tube would be slightly lighter than the
thicker wall, 1 inch diameter tube, it would have been
more material, more difficult to weld and also low
strength. Then it is also assured by analysis in SOLID
WORKS software. The various Physical properties of the
material are as follow.

Properties
Tensile strength,ultimate
Tensile strength,yield
Bulk modulus
Shear modulus
Modulus of elasticity
Poissons ratio
Elongation at break
Hardness brinell
Hardness Rockwell

Values
560Mpa
460Mpa
140Gpa
80Gpa
210Gpa
0.27-0.30
21.50%
217
95

above mentioned properties satisfy the technical

requirement of material which is to be used in frame.
SAFETY
Frames feature were first implemented bykeeping on
mind the safety requirement of the event .The first
primary safety standard focused on during design
was maintaining the proper clearance
of the drivers body
rest to the other rigid parts like engine compartment,
firewall structure, 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. Also

proper seat belts are arranged in the seats for drivers

safety. The place of the fire extinguisher is designed
in the easily accessible point.

FRAME FEA SAFETY ANALYSIS

Aside from exceeding the minimum material
requirement set by the discussion in team members.
Structural integrity of the frame was verified by
comparing the analysis result with the standard values of
the material. Theoretical calculated loads were placed on
a wireframe model of the frame at critical points to
simulate the amount of force that the vehicle would
undergo from its own weight and the driver in the event
of collision. Analysis was conducted by use of finite
element analysis FEA on solid workssoftware. To
conduct finite element analysis of the chassis an existing
design of chassis was uploaded from the computer
stresses were calculated by simulating three different
induced load cases .The load cases simulated were frontal
impact, side impact, and rearimpact, A 4-node
quadrilateral (Quad4) shell type element was used when
developing the mesh to model the hollow tubing the

value of the force in different cases of impacts is

calculated by the procedure as follow

FRONT IMPACT ANALYSIS

Generally in the case of pure elastic collision in
front impact the linear velocity remains at
55Kmph .here the value of force is calculated by
mass moment equation that isF= PT
Where T is the duration of time, generally the
collisiontakes place for a very short duration of time.
We will assume the time as T =1.10
And the gross weight of the vehicle is Estimated
some around (M=130kg), hencethe velocity of the
vehicle at 55Kmph or 15.2m/s.
Now the calculated force were placed on the frontal
part of frame by keeping the rear part fix on
SOLIDWORKS the result along with the image as

SIDE IMPACT ANALYSIS

In the case of collision by side impact the value of the
impact force generated is calculated in the same way as in
front impact. For the side impact the velocity of vehicle is
taken 55kmph or 15.2m/s
1500N were placed on one side of the modal of frame
while keeping another side fixed and the stresses were
simulated the image is shown as

REAR IMPACT ANALYSIS

The rear impact force is also calculated in the same way
as remaining two. In this case the velocity of collision
were taken 55kmph or 15.2m/s by calculations.
1500N force was placed on the rear part of the frame
while keeping the frontal part fixed. The analysis result
is shown as

FACTORS
Impact
force
Stress
generated
Total
deformation

FRONT
2500N

REAR
2500N

6.39N/m^2 4.46N/m^2 3.100N/m^

2
0.28mm
0.228mm
0.22mm

FRAME DESIGN
CONSIDERATIONS
Consideration Priority
s
Meet requirement Essential

Durable

SIDE
2500N

Essential

Reason
Must meet
requirements to
complete
Must not
deform

Simple frame

high

Cost

low

Attractive design

desired

Light weight

essential

during
rugged
driving
Majority of
frame
fabrication
done in
workshop
Car should be
within the
budget
Easier to sell
an
aesthetically
pleasing
vehicle
A light race
car is a fast
race car

STRUCTURAL RIGIDITY
Overall frame structural rigidity is important to enhance
the capabilities of a 4-wheeler vehicle. To measure the
overall frame rigidity, tensional rigidity analysis was
conducted through FEA. The objective of the tensional
rigidity analysis was to manipulate the chassis design
within the FEA software to increase the amount of torque
per degree of chassis deflection. By theoretically
increasing this value, the actual vehicle could have the
ability to be more torsion-ally rigid, making it able to
withstand more intensive without failure.

The 2500N force is placed on one of the corner of the

frame while other three corners were kept fixed by
constraining. The deformation and stress were as follow
for the generated stress of 9.58N/m^2.The result is
displayed as

Hence according to the result obtained the

frame would be torsion-ally rigid.
WEIGHT
Keeping the frame as light as possible was a top priority.
When power is limited, vehicle weight is a large factor in
vehicle performance. The frame is one of the largest and
heaviest components of the car, and due to which the
special attention is given on the vehicles frame

weight. The strategy utilized to minimize weight

consisted of determining defined goals for the chassis and
employing the correct material in the best places to
accomplishthose goals. Once baseline safety design
requirements were met, FEA aided the material decision
making process. FEA specifically helped to determine
whether a member was under high or low stresses, in the
scenarios discussed previously, making the chassis design
process efficient and effective.there are many factor
which should keep in mind while selecting the material
that is
(1)cost
(2)mechanical properties
(3)wear of materials
(4)corrosion
ASTHETIC
Aesthetically, the roll cage design is improved by the use
of more rounded corners than the straight. The unique use
of rounded corners allows for a more pleasing look
to the vehicles body as well as a reduced number of
welded joints. The use of continuous bended pipes also
reduced the no of jointsthelack of sharp edges on the
frame allows for the design of more streamlined body
panels which not only look smoother, but may also

have a positive effect on the overall aerodynamic drag

forces.
MANUFACTURABILITY
All design work for the go kart championship has done
In the solid works software. Using this program to
produce three dimensional model allowed easy
revision of prebuilt designs, and gave design team
members a visual picture of what the frame would look
like. After the design of the frame was finalized, a list of
required support members was created and the frame
modal was modified. The design for manufacturability,
ergonomics, and aesthetics for the chassis are favorable
for its reproduction, serviceability, and comfort. The
material selected AISI4130 has good manufacturability
qualities. To increase manufacturability, many bends
were used as frame members. These bends not only give
the vehicle a sleek, attractive look but also reduce the
total amount of frame members and welds between these
members resulting in a lighter, cheaper, and customized
chassis. By implementing bends into the design of the
frame, the number of cuts and welds were decreased.

Decreasing the number of cuts and welds lowers the

production cost and increases overall chassis strength.
For example, by using more bends, A bending die can
perform the job of bending behalf of the welding and
joining hence reducing man-hours and production costs.
All bends were designed to be made using a tube bender.

WELDING - The material which is used AISI 4130

has good weld ability so we will going to use MIG
welding and arc welding because arc is the only welding
used for steel in which specific electrode are used.

ERGONOMICS
To set the most suitable ergonomics for our go kart
we have to set such dimensions that should have the
best comfort posture for maximum driver.

DESIGN
To design the ergonomics we have to calculate all
the angles between the all the joints and seat from
vertical in such a wayso that our driver is in the best
comfort posture, the design is mentioned below-

STEERING SYSTEM (innovation)

OBJECTIVE
The steering system is designed to withstand the stress of
safelymaneuvering the vehicle through any type of
possible condition at the time of driving. The
purpose of the steering system is to provide directional
control of the vehicle with minimum input. The main
goal for steering is to have steering radius of 4m or less
and to have 100% Ackerman steering and the adjust
ability of the steering for any person driving a go kart.

DESIGN
Simplicity, safety and adjustable steering were the main
design
specifications for the vehicles steering system
. While designing the steering system the constraints that
we possessed were center alignment of steering
system, track width, human effort at the
steering wheel and the desired response of
the steering system. A Pivot Pin steering
arrangement was chosen due to its light
weight, simple design and low cost. Very less
play due to limited number of joints. We are
also introducing the adjustable steering

system according to this there is a

modification in simple steering system in this
there are two column are used having
different radius the column with a greater
radius should be hollow one and 6 or 7 drill
will be there at specific distance on both the
column for the up and down motion also for
too and fro motion there is a u-v joint
between the lower radius column and
steering bush , the supporting arms are
connected with T-shape which is weld with
the column. The T shape joint have a slot to
attach the supporting arm and also helps in
motion of it.
Caster=12
King pin inclination=12
Camber =0.

Design

Above design full fill all the condition required for

the steering.

Prototype of an adjustable
steering

CALCULATIONS
We have turning radius,
c (track width)=990.6mm,b(wheelbase)=1447.8mm
TR= track width +
wheel base
2
Sin (avg. steer rate)
TR = 47 +
57
= 88.48inches =
2247.3mm = Y
2
sin (45)
Wheel base=1440mm
width=1193.8mm

track

tanA=b/(Y-c/2) inner wheel angle

tanB=b/(y+c/2)outer wheel angle

tanA=1440/(2247.3-586.9)=
1440/1660.4=0.876
tanA=0.87
A= 40.69
tanB =1447.8/2834.2=0.51
tanB=0.541
B=28.36
for 0king pin and 0caster
Scrub radius=z=x^2+y^2
X=caster trail=6.664mm
Y=scrub distance=132.08mm
Scrub radius=132.24mm
N on one tire=22.75x10=227.5N
Torque at steering=0.6x227.5x0.132
Torque at steering arm=18.010Nm

Torque=fx3xsin(45)
F=18.010/66=272.87N
Torque on steering bush
Torque=r2xf=136.435Nm on bush
Steering effort=136.435Nm
Ackerman %
Error=0.01
99.99% ackerman

conformation of the ackerman on solidworks

Steering specifications- Various calculations are

tabulated as follow according to the vehicle specifications
Inner Turning Angle
Outer Turning Angle
Turning Radius
Caster Angle
Camber Angle
King Pin Inclination
Tie Rod Length
Steer Wheel Diameter
Ackerman%

40.69
28.36
2178.5
12
0
12
14inch
12inch
99.99%

STEERING DESIGN
CONSIDERATIONS
Considerati Priority
ons
Simple design High

Reason
A single unusual
change can create a
problem

Ackerman
geometry

High

For perfect
stering on turn

BRAKE SYSTEM
OBJECTIVE
The purpose of the brakes is to stop the car safely and
effectively. In order to achieve maximum performance
from the braking system, the brakes have been designed
to lock up rear wheels, while minimizing the cost and
weight.
DESIGN The brake system design includes the single
disc at the rear axle to stop the vehicle. It is mounted in

the one third part position of the axle with opposing

the position of drive train sprocket hence also enables
the good balancing requirement. Master cylinder is
used at the front near the brake pedal providing the
occupant to easily accessible space. A proper master
cylinder bore size was found by doing brake
calculations based on the mass, center of gravity,
master cylinder volume size, and various dimensions of
the vehicle. Though braking power increased with a
decrease in bore size, the volume of brake fluid that was
able to be displaced decreased with decreasing bore size.

BRAKE SYSTEM CALCULATIONS

Total mass(driver+go kart)=140kg
Weight distribution
Front=35% and rear=65%
Normal force on front tires(MXgX35%)
=140X9.8X0.35=480.69N
Normal force on rear tires(MXgX65%)
=140X9.8X0.65=891.8N
Frictional force on front tires(XNfront)
=0.7X480.69=336.48N
Frictional force on rear tires(XNrear)

=0.7X891.8N=624.26N
Deacceleration=total frictional force
Total mass
=(336.483+624.26)/140=6.86m/sec^2
Stopping time=v/a=12.5/6.86 (45km/hr)=12.5m/sec
=1.82sec
Stopping distance=s=v^2/4a=5.69m
Fluid pressure=FpXRX/A=242.669X10^4N/m^2
Area of cross section of master
cylinder(A)=1.978X10^-4m^2
Area of caliper(Ac) =1.548X10^-3m^2
Clamping force-=FpXAc=3756.52N/m^2
Frictional force between pad and disk=XCf
=1502.608N
Distance of caliper with centre of moving axle
=0.0625m^2
Braking torque=1502.608X0.0625=93.913Nm
Braking effort=braking torque/radius of
tire=93.913/0.127=739.472N
Braking efficiency=(total weight of car /braking
effort)X100=18.93%
Weight transfer=total weightXdeacclerationXheight of
cog(0.015m)
Wheel base

=97.61N
Dynamic load on front wheel during braking=static front
load+weight transfer
=49X9.8+97.61=577.81N
Dynamic load on rear wheel during braking(static rear
load-weight transfer)
=91X9.8-97.61=794.19N

Brake specifications
disc outer diameter
160mm
Thickness of disk
3 mm
Brake pedal force
100N
Pedal ratio
6:1
Coefficient of friction 0.4
Brake line pressure
24.266bar
Brake torque
93.913Nm
Stopping time
1.82sec
Stopping distance
5.69m
Brake efficiency
18.93%
Clamping force
3756.52N

Having the above values the brake system

will work in proper manner and will satisfy
the requirement.
Here is the brake line block diagram which
sates the position of various parts of the
brake system-

BRAKE SYSTEM DESIGN

CONSIDERATIONS
considerations
Simplicity

Priority
Essential

Performance

High

Lightweight

High

Reliability

High

ergonomics

High

Reason
Simple braking
has the ability to
stop the go kart
So that go kart
will stop on time
As weight
increases speed
decreases
For better
performance
To keep

maintain the
distance of
3inch

DRIVE-TRAIN DESIGN

OBJECTIVE
The drive-train is a very important part of the racing cars
, taking into consideration that all of the cars power
is transferred through the drive-train system to the
ground. The challenge is to harness the engines
horsepower and distribute it to the ground in the most
efficient way. The chain drive needs to be able to operate
in the lowest and highest sprockets ratios while

performing in all of the different aspects of the

competition.

DESIGN
The goal of the chain drive is to transfer power from the
engine of the vehicle to the wheels. The power
transferred must be able to move the vehicle.
Acceleration is also an important characteristic controlled
by the drive train.Thereare several different methods of
power transmission that have been used in cars. The
transmission used in our vehicle is the simple chain drive
system. This transmission uses two sprockets having
proper teeth ratios according to the torque of an engine
required to move the vehicle which hare connected via
chain, the rear sprocket is connected towards the left side
shaft with respect to driver which act as differential on
turns this type of differential is known as DIY type
differential also centrifugal clutch is connected with the
engine shaft.

Calculation of power tranmision

Engine torque (max)==9.4

Engine sprocket
size=r1=1.25inch=0.03175m
Axle sprocket sizer r2=4inch=0.1016
Force on drive
sprocket(f1)=1/r1=9.4/1.25X0.254

=296.06N
Axle sprocket torque2=r2XF1
=0.1016X296.06
=30.0796N
Radiusof tyre=0.127m
Torque on tyrw(t3)=R3XF1
=0.127X296.06
=37.59Nm
3:1 gear rato
Rpm of rear axis soprocket= rpm of
sprocket 1/gear rato
4500X1/3=1500
Speed of go kart=1500X0.12\7X0.1047
=71.8Km/h
P=2X xNXT
60
T=8.6X746X60
=40.8Nm
2X X1500
Torque on shaft=40.8Nm
Torque on shaft=fXr
F=40.8/0.3175=128.50N
Acceleration of
vehicle=F/m=128.50/150=0.856m/sec^2

WHEELS

The wheel is one of the main components of the wheel

and axle .Wheels, in conjunction with axles, allow heavy
objects to be moved easily facilitating movement or
transportation while supporting a load. The selection of
tires according to the requirement of performance, event,
as well as bugged plays an important role. We are using
the different size of our rear and front wheels . The size of
the tires is 10inch diameter and 6inch width
the objective of selecting this tire is to get required
ground clearance

Engine
Objective
To select the engine we have to mind the amount of
rpm and the torque of the engine. A proper amount
of torque will allow a kart to move load initially
while rpm will going to decide the speed of the kart.

Selection:

Engine specifications
HP

Max. Power
11bhp

Displacement

125 cm3

Max. Torque

10.8Nm

Type

4 Stroke, Single Cylinder, Air

Cooled OHC

Engine

Discover bajaj 125cc

Design
Engine is mounted over the thick plates which are tightly
weld with the frame engine is located in the rear part of
the go kart

ELECTRONICS(innovation)
OBJECTIVES
The electronic system for the car was designed to fulfill
two key purposes. First, the electronics system supports
the mandatory safety equipment, specifically the kill
switch circuit. Second, the electronics provide useful
instrumentation, in particular a self start system. Apart
from this there is an innovation regarding the safety in
emergency which we call it as a skull technologies.

DESIGN
The cars electrical system has been designed around
two main power buses, each with an independently
fused circuit. These buses are for safety kill switch, and
self start system.

kill switch
Kill switch is provided in our vehicle as a safety to our
driver in a case of emergency. If driver wants to stop the
engine in case of emergency so he pushes the kill
switch gently and our engine would stop. The
electronics are designed so that when the kill switch is

depressed, power is disabled on primary ignition coil of

engine. Because the kill switch closes the circuit when
activated, the kill switch function is achieved by using a
pair of diodes to simultaneously ground
out the engines
primary coil current. One diode prevents the engine
from grounding through the relay and the other diode
prevents battery current from flowing back into the
ignition coil.

Electrical circuit:

Brake light
One brake light is to be designed on the back of the go
kart which can be clearly visible to the back karts to
design the brake light we should have the proper battery
and a switch that will be able to put on while the driver
is applying the brake
The circuit diagram for the brake is shown below:

CONCLUSIONThe Transforming dexterous team used the finite

element analysis system to evaluate, create, and modify
the best vehicle design to achieve its set goals. The main
goal was to simplify the overall design to make it more
light-weight without sacrificing performance and
durability.

Refrences
1). F.O.V.D

by Thomas D Gillespie
2)elite karting given data
3)a tune to win
4)automblie engineering