FINAL DESIGN REPORT

GO KART DESIGN CHALLENGE- 2015

TEAM NAME : AERO X MOTORSPORTS

TEAM ID : 20152685
COLLEGE NAME : SRM UNIVERSITY, NCR CAMPUS
CITY, STATE : GHAZIABAD, UTTAR PRADESH
 TEAM AERO X MOTORSPORTS
SRM UNIVERSITY, NCR CAMPUS
Indian Society of New Era Engineers
GKDC 2015
FINAL DESIGN REPORT

12 Manish Vedi Innovation and

1> INTRODUCTION: Marketing
13 Monty Tyagi Steering and
Drivetrain
Go Kart Design Challenge is a design challenge initiated
14 Chirag Badlani Design and
by INDIAN SOCIETY OF NEW ERA ENGINEERS to bring and
Marketing
enhance good engineering approach and practice in
15 Vishal Tyagi Vehicle Dynamics
graduate and diploma students. The objective of the
competition is to design and fabricate a Go-Kart. 16 Shikhar Jamuar Marketing
The 2015 SRM UNIVERSITY AEROX TEAM consists of 25 17 Shivam Garg Drivetrain
undergraduate students in Mechanical engineering and 18 Shivam Dhiman Design and
Automobile engineering. Ergonomics
The vehicle is a single seat track car that is powered by 19 Abhay Gaur Steering and
a Briggs and Stratton ® engine. The vehicle has to Design
pass several tests and tasks and successfully clearing 20 Digvijay Singh Brakes and
each test and task will decide their existence in the Innovation
competition. The vehicle is scored according to its 21 Sarvesh Kashyap Steering
performance. 22 Harshit Sharma Safety

a> TEAM STRUCTURE:

2> OBJECTIVE OF PROJECT:
S. No. NAME OF MEMBER DESIGNATION
1 Nikhil Keswani Team-Captain,
Powertrain and The overall aim for this object is as –
Drivetrain This project seeks to develop and improve designing
2 Rajat Bhardwaj Vice-Captain, management tools to assist in the integration of the
Steering design and construction of the Go-kart
3 Harshit Johri Project Manager,  Conducting workshops. Aero X could learn
Material from others experience by studying the
4 Sanchit Tyagi Drive Train methods that others used in the previous year
5 Mrinal Tyagi Chief Designer competitions.
6 Devanshu Vehicle Dynamics  Providing and maintaining general design
Kulshrestha (lead) overview of the ISNEE Go-kart vehicle.
7 Devansh Gupta Brakes (lead) and  Integrating each subsystem into the overall
Marketing design.
8 Aviraj Singh Drivetrain  Document each step of the design process
9 Rishabh Shivhare Design and FEA and providing justification for each design
10 Shivam Goyal Steering and decision.
Marketing  Investigate and utilize human resource skills.
11 Shubham Salunkhe Vehicle Dynamics  Conducting cost analysis and allocating funds
to each section of the project.
Write proper thesis. The thesis was the primary way of
documenting the project work and satisfying all the
project’s objectives.

3> TECHNICAL SPECIFICATION:

Overall length 67 inches

Overall width 49.5 inches
Wheelbase 44.5 inches
Track width Front: 43 inches Figure 1- CHASSIS
Rear: 36.5 inches
Ground Clearance 1.75 inches a.1> Frame safety analysis:
Centre of Gravity 13.13 inches Structural integrity of the frame was verified by
Overall weight 130 kg (including driver) comparing the analysis result with the standard values
Engine Briggs and Stratton ®550 of the material. Analysis is done to simulate the amount
series; 0831 1112-H1;(BF70001) of force that the vehicle would undergo from its own
127cc; 3.5 bhp weight and the driver in the event of the collision. The
objective of the analysis was to manipulate the chassis
Drivetrain CVT
design within the FEA software to increase the amount
FRONT REAR
of torque per degree of chassis deflection. Analysis was
Tyres 10x4.50x5 11x7.10x5
conducted by using SOLIDWORKS software. The load
inches inches
cases simulated were frontal impact, side impact and
Braking Hydraulic disc Stopping
rear impact.
Brake–200 Distance
mm Diameter (30km/hr) :
a.2> Load data:
11m (1.9 sec)
IMPACT SCENARIO LOAD (N) (g- FOS
Steering Turning Radius : 1.48m
force)
Camber : +2˚
1.Front Impact ( Fig. 7644 (6g) 1.6
Acceleration 9 m/sec2
5 & 6)
2.Side Impact ( Fig. 7 1911 (1.5g) 3.3
&8)
4> DESIGN CALCULATION AND SELECTION OF
3.Rear Impact ( fig. 3185 (2.5g) 3
DIFFERENT SUBCOMPONENTS:
9 & 10 )
4.Offset Impact (fig. 1274 (1g) 0.79
a> FRAME DESIGN:
11 & 12)
Several factors were considered when deciding on the
overall design of the vehicle. . Integration of bent a.3> Front load analysis:
sections was important for two reasons:
1. Limiting the number of tubes intersecting at a Fig. 5 shows the front impact (displacement) analysis.
welded joint simplifies the welding process. Force of about 6g i.e., 7644 N has been applied on the
2. Bent sections reduce the total number of front keeping the rear fixed. As from the figure the
structural members in the chassis. deformation scale is 204.802, which shows the
maximum displacement amplitude for visualizing a
There is an overall increase in the length at the rear deformed mesh image. Fig. 6 shows the FOS (factor of
section. safety). Minimum FOS obtained on applying force of 6g
is 1.6, and Fig. 7 shows the front impact stress analysis.
 Figure 2- FRONT IMPACT (DISPLACEMENT) ANALYSIS
Figure 3 – FRONT IMPACT (FOS)
Figure 4 - FRONT IMPACT (STRESS)
a.4> Side load analysis:
Fig. 8 shows the side impact analysis. A force of about
1.5g i.e. 1911 N has been applied. As from the fig. the
deformation scale is about 239.489 which shows that
the chassis is able to bear a load of 1911 N without much
failure. Fig. 9 shows the FOS (factor of safety). Minimum
FOS obtained on applying force of 1.5g is 3.3, and Fig. 10
shows the side impact stress analysis.
Figure 5 - SIDE IMPACT (DEFORMATION) ANALYSIS
Figure 6 – SIDE IMPACT (FOS)
Figure 7 - SIDE IMPACT (STRESS)
a.5> Rear load analysis:
Fig. 11 shows the rear impact (displacement) analysis.
Force of about 2.5g i.e. 3185 N has been applied at the
rear keeping the front fixed. The deformation scale
obtained is about 350.897 which means with very small
failure even the chassis is able to bear a load of about
3185 N. Fig. 12 shows the FOS (factor of safety).
Minimum FOS obtained on applying a force of 2.5g is 3,
and Fig. 13 shows the rear impact stress analysis.
 Figure 8- REAR IMPACT (DISPLACEMENT) ANALYSIS
Figure 9 - REAR IMPACT (FOS)
Figure 10 - REAR IMPACT (STRESS) ANALYSIS
a.6> Offset load analysis:
Fig. 14 shows the Off-set impact (displacement)
analysis. A force of about 1g i.e. 1274 N has been applied.
The deformation scale obtained is about 10.4329, Fig. 15
shows the FOS (factor of safety). Minimum FOS obtained
on applying force of 1g is 0.79, and Fig. 16 shows the
offset impact stress analysis.
Figure 11 - OFFSET IMPACT (DISPLACEMENT) ANALYSIS
Figure 12 - OFFSET IMPACT (FOS)
Figure 13 - OFFSET IMPACT (STRESS) ANALYSIS
b> MATERIAL SELECTION:
By determining the tubing available for space frames
and within regulation of the ISNEE chassis
specifications. We found the following possible tubing
materials-
1. AISI 1020 STEEL
2. AISI 4130 STEEL
3. AISI 1018 STEEL
The material used in making up of the go kart is AISI
1020. It has been used in the form of tubes/rectangular
pipes which are seamless. The cross section are is
about 1 inch (25.4mm), for pipe it will be the DD and for
the rectangular section or square section it will be its
minimum height.
b.1> Reasons for choosing AISI 1020: At 1100rpm (W), T Χ ω = 7.5 Χ 115.13
 AISI 1020 is a low hardenability and low tensile = 863.473 Nm-rpm
carbon steel. At 2600rpm (W), T Χ ω = 7.5 Χ 272.13
 Its BRINELL HARDNESS (characterizes the =2040.975 Nm-rpm
indentation hardness of the material scale of At 3300rpm (W), T Χ ω = 7.5 Χ 345.4
penetration of an indenter, loaded on a = 2590.5 Nm-rpm
material test piece) is 119-235. This shows
that this material is capable of bearing a load c.3> Torque Output (τ):
of about 3000kg. At 1100rpm = 7.5 Χ 2 = 15 Nm
 Tensile strength is 410-790 MPa (The tensile At 2600rpm = 7.5 Χ 1 = 7.5 Nm
strength of a material is the maximum amount At 3300rpm = 7.5 Χ 0.5 = 3.75 Nm
of tensile stress that it can take before
failure, for example breaking) c.4> Work Out (W):
 It has high machinability, high strength, high At 1100rpm = 15 Χ 115.13 = 863.475 Nm-rpm
ductility and good weld ability. At 2600rpm = 7.5 Χ 272.13 = 2040.975 Nm-rpm
 It is resistant to induction hardening or flame
At 3300rpm = 3.75 Χ 690.8 = 2590.5 Nm-rpm
hardening.
Length of Belt in CVT
π (𝑑2 − 𝑑1 )2
L = 2C + (𝑑2 + 𝑑1 ) +
c> DRIVE TRAIN: 2 4𝐶
π
L = 2 Χ 15.24 + 2 {10.477 + 16.311} + {16.311 – 10.477}2
Maximum Radius of Driver Pulley- 2.22 inches
Medium Radius of Driver pulley at straight chain L = 1.1514 m
Transmission- 1.33 inches
Lowest Radius of Driver Pulley- 0.89 inches
Maximum Radius of Driven Pulley- 2.22 inches c.5> Stress on Belt at Driven Pulley:
Force
Medium Radius of Driven pulley at straight Chain Stress = Area
Transmission- 1.33 inches 15
At 1100 rpm = F1 = 0.05 = 300 N ; At 2600 rpm = F2
Lowest Radius of Driven Pulley- 0.89 inches 7.5
Efficiency of transmission – 0.9 = 0.03 = 225N
The radius of pulleys decreased to 90% efficiency 3.75
At 3300 rpm = F3 = 0.020 = 187.5 N
Maximum Radius of Driver Pulley- 2 inches
Medium Radius of Driver pulley at straight chain
Transmission- 1 inches c.6> Arc = Angle Χ Radius:
2𝜋
Lowest Radius of Driver Pulley- 1 inches Area at 1100 rpm, Arc = 3 Χ 0.05 = 0.104 m
Maximum Radius of Driven Pulley- 2 inches At 2600 rpm, Arc = 0.062 m
Medium Radius of Driven pulley at straight Chain At 3300 rpm, Arc = 0.041 m
Transmission- 1 inches
Lowest Radius of Driven Pulley- 1 inches c.7> Area = Length Χ Breadth:
At 1100 rpm, 0.104 Χ 0.06 = 6.24 Χ 10-3m2
c.1> Input Angular Velocity (ω) at driven pulley: At 2600 rpm, 0.062 X 0.06 = 3.6 Χ 10-3m2
ω = (2ΠN)/60, N is revolutions per minutes At 3300 rpm, 0.041 X 0.06 = 2.46 Χ 10-3m2
At 1100rpm (ω) = 115.13 rpm 300
Stress at 1100 rpm, 6.24 × 10−3 = 48 Χ 103 N/m2
At 2600rpm (ω) = 272.13 rpm 225
At 3300rpm (ω) = 345.4 rpm Stress at 2600 rpm, 3.6 × 10−3 = 62.5 Χ 103 N/m2
187.5
Stress at 3300 rpm, 2.46× 10−3 = 76.2 Χ 103 N/m2
c.2> Work done (W):
Work done = torque X angular velocity,
c.8> Material Required in Belt: Output torque at wheel,
Nylon 9T, PA91 with CF38.8% At 1100 rpm of engine = 22.5 X 3.66 = 82.35 Nm
The coefficient of friction (μ) = 0.35 between Pulley & Force = torque / radius = 592.44 N
Belt. At 2600 rpm of engine = 11.25 X 3.66 = 41.175 Nm
𝐹𝑜𝑟𝑐𝑒
= coefficient of friction, (μ) Force = 296.22 N
𝑁𝑜𝑟𝑚𝑎𝑙 𝑓𝑜𝑟𝑐𝑒
300 At 3300 rpm of engine = 6.3 X 3.66 = 16.47 Nm
At 1100 rpm, Normal force = 0.35 = 857.14 N Force = 118.48 N
225
At 2600 rpm, Normal force = 0.35 = 642.8 N
187.5 c.15> Traction force:
At 3300 rpm, Normal force = = 535.71 N TE = (Et X ɳ X Nr X Na)/R ; TE – tractive force in N
0.35
Et – Engine torque in Nm = 7.5 Nm
c.9> Velocity Input: ɳ - Overall efficiency of power train = 0.9
2𝜋 𝛸 1100
At 1100 rpm, v1 = ω1r1 = 60 Χ 0.02 Ng – Transmission ratio = 2.3
v1 = 2.302 m/s = 8.28 km/hr Na – driving axle ratio = 1.5
2𝜋 𝛸 2600 R – tire rolling radius = 0.13 m
At 2600 rpm, v2 = 60 Χ 0.03
TE = (7.5 x 0.9 x 2.3 x 1.5)/0.13 = 179.1 N
V2 = 8.164 m/s = 30 km/hr T(f)max = weight at rear wheel X adhesive coefficient
2𝜋 𝛸 3300
At 3300 rpm, v3 = 60 Χ 0.05 Weight at rear wheel = 525 N
V3 = 17.27 m/s =62.172 km/hr Adhesive coefficient between road and P215/65R15
wheel = 0.7
c.10> Velocity Output: T(f) = 525 X 0.7 = 367.5 N
At 1100 rpm of input pulley, Velocity of output pulley,
= 0.05 * (2 x 3.14 x 550)/60
v01 = 2.87m/s, vo1 = 10.36 km/hr d> STEERING SYSTEM:
At 2600 rpm of input pulley, = 0.03* (2x3.14x2600)/60
vo2 = 8.164m/s, vo2 = 29.39 km/hr Steering system may relate to:-
At 3300 rpm of input pulley, = 0.02* (2x3.14x6600)/60  Steering
vo3 = 13.816m/s, vo3 = 49.7 km/hr  Steering wheel
 Linkages
c.11> Sprocket ratio = (sprocket at the rear shaft /  Active steering
sprocket at the pulley): The most convenient steering arrangement is to turn
Sprocket at the pulley- 14 Teeth the front wheels using a hand- operated steering wheel
Sprocket at the rear shaft- 17 Teeth which is positioned in front of the driver.
Sprocket ratio = 1.5 d.1> Calculations:
c.12> Final velocity at rear shaft: d.1.1> Tire Forces:
Velocity X gear ratio, 49.7 x 1.5 = 74.55 km/hr D=0 Fy sinα= 0
𝑇𝑖𝑛
FX cosα= T or D ; Fr= (SR+1) 𝑅𝑙 -FX
c.13> Torque at rear shaft:
At 1100 rpm of engine – 15 X 1.5 = 22.5 Nm S.R= (-0.380) ; TIN= 7.5 at 2600 rpm
At 2600 rpm of engine – 7.5 X 1.5 = 11.25 Nm Rl= 3.98 inch ; FX=Ma
𝑉×𝑉
At 3300 rpm of engine – 3 X = 4.5 Nm Where, A= centrifugal force = 𝑅
V= velocity of vehicle = 24 mps
c.14> Torque at wheel: R= radius of turning = 3.5 m
Tire and sprocket radius ratio 24×24
FX=38.40× 3.5 = 6319.5 N
Radius of wheel (R1) = 5.5 inches (0.139 meters) 7.5
Radius of sprocket (R2) = 1.5 inches (0.038 meters) FR= (-0.380) +10.1013-(6319.5)
R1/R2 = 3.66 FR= -6244.85 × cos 0.19536
= -6119.95N
  Fatigue limit under cyclic load is 14000 psi for
Let the assumed velocity be = 24mps 500,000,000 completely reversed cycles.
14X9.8 = 137.2 N ; µ = 0.25
Ɯ = 24X0.1016 = 2.4384 e.2> Properties of grey cast iron:
Ω = 60X24X0.1016 = 146.304 m/sec  It has high compressive strength.
24
Ω˳ = 0.1016 = 236.220 m/sec  It is highly resistant to deformation.
𝛺−𝛺˳ 146.304−236.220  Resistant to oxidation.
SR = = = -0.38065
𝛺˳ 236.220

e.3> Composition:
d.1.2> Slip angle:
𝛺𝑅𝑒 146.304𝑋0.1016 Carbon Up to 4% Provide strength,
SR = 𝑉𝐶𝑜𝑠𝛼 -1 = 24(𝐶𝑜𝑠𝛼) -1 = -0.38065
machinability
Cosα = 0.999994187;
Silicon Up to 3% De-oxidation process
α = 0.195361059˚
Manganese 0.8% Stabilizing element
d.1.3> Slip velocity: Sulfur 0.07% Improves toughness
Vlat = VSinα; Vlat = 0.08183249 mps Phosphorus 0.2% Improve fluidity,
Vlong = VCosα – ΩRe = 19.13531596 m/sec corrosion resistance
Vres = √(Vlat)(Vlat) + (Vlong)(Vlong) Molybdenum 0.75% Strength and
= √366.1603169 + 0.0067 = 19.142015 m/sec elasticity
Chromium 0.35% Improves
d.1.4> Turning radius: temperature range
𝑊 𝑊
R=𝑠𝑖𝑛𝛼 ; r= 𝑡𝑎𝑛𝛼 ; W= 1083.75
R= radius of rear wheel Vanadium 0.15% Improves wear and
r= radius of front wheel tear resistance
α=max turning angle {65}
1083.75
R= sin 65 =1.19579 m
1083.75
R= =0.505 m
tan 65
By parallelogram theorem
Rt= √{𝑅 × 𝑅) + (𝑟 × 𝑟) + 2𝑅𝑟𝑐𝑜𝑠 65}
= 1.481668424m
(min)

e> BRAKING SYSTEM:

Many materials were studied and Aluminium was

preferred due to its easy machinability and light weight.
The use of Aluminium has helped significantly in
reducing the weight of the vehicle. The material used
for disc was grey cast iron.
e.1> Properties of aluminium:
 Has an ultimate tensile strength of 42000 psi
and yield strength of at least 35000 psi
 Has elongation of 8% or more
Figure 14 - DISC BRAKE
e.4> Brake fluid:
DOT 3 is one of the several designations of automotive
brake fluid, denoting a particular mixture of chemicals
imparting specified range of boiling points. It is a
polyethylene glycol-based fluid. This fluid is hygroscopic
and will absorb water from the atmosphere. Its Boiling
Point is-
 DRY BOILING POINT: 205°C (401°F)
 WET BOILING POINT: 140°C (284°F)
Force required to cause rear tires to skid = Ft=µ (NR +
NL)
µ= coefficient of friction between car and road
NL is normal force on rear left tire.
NR is normal force on rear right tire
e.5.2> Static condition:
e.5.2.1> Braking Force:
Braking force on rear axle (BFr) = Mr*g*µ (between
road and tire) = 82*9.81*0.73 = 587.22
N
e.5.2.2> Required Braking Torque:
Rear Brake Torque (Tr) = BFr *Rtire = 587.22*(280.5/ 2)
= Tr = 82.35 Nm

e.5> Calculations:
Input Data: e.5.3> Pedal Force:
 Mass of car= 130 kg Pedal Ratio: 5:2
 Weight of car= 1300 N Force applied by driver’s foot = 400N or 90pounds
 Height of CG = 334.8 mm Brake pedal force (Fbp) = 400*2.5 = 1000N
 Wheel Base = 1080 mm 90*2.5= 225 pounds
 Static front load = 52 kg
 Static rear load = 78 kg e.5.4> Master Cylinder Pressure:
 Deceleration = 1.6 g For rear brake Master cylinder: Dia =5/8inch, Area =
 Test Speed = 40 km/h or 11.11mps 0.31 square inch
 Coefficient of friction between tire and road Rear Master Cylinder Pressure = 360 / 0.31
= 0.73 = 1161.29 psi or 8006812 N/m2
 Coefficient of friction of brake pad = 0.44
 Dia of tire = 280.5 m
e.5.5> Calliper Force:
Static Front wt. = 52kg Rear calliper piston dia= 0.04445m
Static Rear wt. = 78kg Rear calliper piston area= 0.001551005m2
Total wt. = 130kg (with driver) Rear calliper force = Pm*Ca = 12418.6 N
Percent front wt.= (52*100)/130 = 40%
Percent rear wt. = (78*100)/130 = 60% Clamped force of calliper Fclamp = 2*12418.6 = 24837.2N
Wheel base = 1080mm Frictional force Ffriction = Fclamp* µbp = 10928.3 N
Weight transfer (WT) = (av*CG height*total wt.) / g*WB
(0.73*334.8*130)/(1080)=29.4kg e.5.6> Effective Disc Dia:
Dynamic front wt. = 52 + 29.41 = 81.41kg Rear rotor torque Tr = Ffriction* Reff
Dynamic rear wt. = 78 – 29.4 = 48.59 kg 81.5 = 10928.3* Reff
Braking Force (Bf) = Mag Reff = 7mm
=130*0.73*9.81 = 931N
Rear Rotor Rad = 55+30
e.5.1> Dynamic Condition: = 85mm
Rear Rotor Dia = 2*85
e.5.1.1> Braking Force: = 170mm
Braking force on rear axle (BFr) = Mrdyn*g*µ (between Average deceleration for whole stop (aav) = V / ((V/ a)
road and tire) = 81.41*9.81*0.73 = 583N + 0.3g) (V= 25mps)
= 25 / (25/ 1.5) + 0.3*9.81)
e.5.1.2> Required Braking Torque: = 1.28 m/sec2
Rear Brake Torque (Tr) = BFr *Rtire
= 583*(280.5 /2) = 81.5Nm
e.6> Results: Density (Kg/m3) = 7250
Specific Heat C (J/Kg ºC) = 500
Pedal ratio: 5:2
Maximum temperature of disc in single stop
Rear brake master cylinder: 5/8inch = (0.527 * Q * √𝑡)/√𝑃𝐶𝐾 + Tatm
Area = 0.31 square inch =(0.527*476561.79*
Pressure = 360 / 0.31 = 1161.29 psi √3.77)/√(58 ∗ 7250 ∗ 500) + 27 ˚C
Rear Brake Calliper: Single piston fixed calliper = 59.90 ˚C
Dia of front calliper piston = 0.04445m
Material: Grey cast iron; Outer dia of disc:
170mm
Inner dia of disc: 110mm

e.7> Disc thermal analysis:

Fig. 15 shows the disc thermal analysis.
Figure 15 - DISC THERMAL ANALYSIS
E.7.1> Thermal Analysis:
Top speed = 80 km/hr = 22.22m/s
Mass of vehicle = 130kg (with driver)
Diameter of disc = 0.186m
f> WHEELS :
Axle weight distribution (each side) (r) = 0.30
% K.E. that disc absorbs = 0.9 f.1> Slick tyres:
Co-efficient of friction = 0.6 Slick tyres generally have low rolling resistance
Area of brake pad = 2411.43 mm2 coefficient ranging from 0.025 – 0.04 on asphalt. Slick
Kinetic energy = K*1/2*r*
m(v2−u2) tyres maintain traction even in damp conditions. They
2
130(22.22∗22.22)
do not get deformed under high load. We have used
= 0.9*1/2*0.29* standard Go-Kart tyres.
2
= 332.46 J

Stopping Distance (d) = u2 /2µg

= 41.94 m
Deceleration Time » v2 –u2 = 2as = (22.22)2
= 2*a*41.94 m
22.22
a = 5.88 m/s2 ; t = u/a = 5.88 s Figure 16- TYRE AND RIM
= 3.77 s
4332.46
Brake Power = Bp = KE/t = 3.77
= h> SEAT AND SEATING ARRANGEMENT:
1149.19 W
1149.46𝑋1000000 Seat and Seating arrangement plays a significant role.
Heat Flux = Q = Bp/ A = 2411.43 We have used fiber seat and covered it with foam.
= 476561.79 W/m2 Seat has been placed at a place keeping in mind the
ergonomics, safety clearances and comfort of the
driver.
Properties of Grey Cast Iron »
Thermal conductivity (W/mK) = 58
 Figure 21- LEFT SIDE VIEW
Figure 17- SEAT

Figure 18- CLEARANCE BETWEEN ELBOW AND FIREWALL

(more than 3 inches) Figure 22- ISOMETRIC VIEW

Figure 19- TOP VIEW (showing more than 3 inches

Figure 23- FRONT VIEW
clearance between elbow and firewall)

i> ERGONOMICS:
GKDC 2015
NGKC 2014

Figure 24- RIGHT SIDE VIEW

Figure 20 – TOP VIEW

Figure 25- FRONT VIEW
Figure 26- LEFT SIDE VIEW
j> INNOVATION:
1. TSOP1738 (USE FOR MEASURING RPM): The
TSOP 1738 is a member of IR remote
control receiver series. This IR sensor
module consists of a PIN diode and a pre
amplifier which are embedded into a single
package.
2. 3 AXIS ACCELEROMETER (for measuring G-
force): An accelerometer is a device that
measures proper acceleration ("g-force").
Proper acceleration is not the same as
coordinate acceleration (rate of change of
velocity).
3. PT100 (USE FOR MEASURING TEMPERATURE): A
platinum resistance temperature detector
(RTD) Pt100 is a device with a typical
resistance of 100 Ω at 0°C (it is called Pt100).
It changes resistance value as its
temperature changes following a positive
slope (resistance increases when
temperature is increasing).
4. SIM900(GPRS SYSTEM): The SIM900
GSM/GPRS Shield provides you a way to use
the GSM cell phone network to receive data
from a remote location. The shield allows you
to achieve this via any of the three methods:
 Short Message Service
 Audio
 GPRS Service
5. NON CONTACT TYPE TEMPERATURE SENSOR:
Most commercial and scientific non-contact
temperature sensors measure the thermal
radiant power of the Infrared or Optical
radiation that they receive from a known or
calculated area on its surfaces, or known or
calculated volume within it.
6. LIMIT SWITCH: The switch is of hard plastic
having a metallic plate outside the body the
switch is by default is in off condition by
pressing the metallic plate the switch is on.
j.1> Construction:
1. TSOP1738:
TSOP module has an inbuilt control circuit for
amplifying the coded pulses from the IR transmitter. A
signal is generated when PIN photodiode receives the
signals.
2. ACCELEROMETER:
Conceptually, an accelerometer behaves as a damped
mass on a spring. When the accelerometer
experiences acceleration, the mass is displaced to the
point that the spring is able to accelerate the mass at
the same rate as the casing. The displacement is then
measured to give the acceleration.
3. PT100:
These elements nearly always require insulated leads
attached. At temperatures below about 250 °C PVC,
silicone rubber or PTFE insulators are used. Above
this, glass fibre or ceramic are used. The measuring
points, and usually most of the leads, require a
housing or protective sleeve, often made of a metal
alloy which is chemically inert to the process being
monitored.
 k> DESIGN DEVIATION FROM LAST YEAR AND PFR:
4. SIM900:
4 Frequency GPRS/GSM Module is an ultra-compact The points of variation in design from last year and
and reliable wireless module. It is a breakout board PFR go-kart are mentioned below in the form of a
and minimum system of SIM900 Quad-band GSM/GPRS tabular form.
module. Sl. POINTS OF 2014 PFR 2015
No. VARIATION Vehicle Vehicle
5. NON CONTACT TYPE TEMPERATURE SENSOR: (present)
Extracted from the temperature gun. The digital output 1. Wheel Base 1132.75 1080.56 1090.25 mm
is converted to analog output. mm mm
2. Front Track 1190.64 1127.5 mm 1092.2 mm
6. LIMIT SWITCH: Width mm
Having a metallic plate in it which is connected to a 3. Rear Track 1123.09 915.58 mm 927.1 mm
circuit by pressing the plate the circuit is complete Width mm
gives output. 4. Overall 110 Kg 70 Kg 68kg
weight (Measur (Approx.) (Measured)
j.2> Working: without ed)
The four sensors (TSOP1738, ACCELEROMETER, NON- driver
CONTACT TYPE TEMPERATURE SENSOR, and PT100) and 5. Ergonomics Seat Seat is Seat is
one limit switch are connected to GSM module SIM900 was not parallel to parallel to
which collect the data given by the sensors and switch straight the the
and send these data to the server and from server longitudinal longitudinal
these data is received by a laptop or tablet on the axis of the axis of the
screen the data is shown on graphs of different data’s vehicle vehicle
received. These data’s are live data. The data transfers 6. Engine BAJAJ BRIGGS AND BRIGGS AND
through GPRS system. Graphs are as follow: DTSi - STTARTON STTARTON
125cc 550 series 550 series
1. RPM OF ENGINE - 127CC - 127CC
2. RPM OF REAR AXLE OR TYRE 7. Number of 2 1 1
3. ENGINE TEMPERATURE brakes
4. G-FORCE used
5. DISC TEMPERATURE 8. Inclination 82° 65° 55°
6. BRAKE PEDAL of steering
shaft
5> RESOURCES USED DURING THE PROJECT:

a> COLLEGE RESOURCES:

1. Lab
2. Machines like welding, drilling, surface grinding, lathe machine, cutting
3. All the necessary tools required
4. Electricity

Figure 27 – TIG WELDING Figure 28 – PIPE CUTTING Figure 29 – WORKING ON LATHE

Figure 30 – SURFACE GRINDING Figure 31 – DRILLING Figure 32 - GRINDING

b> OUTSOURCING USED:

1. Bending machine
2. Precise Lathe Machining
6> PROJECT PLAN (GANTT CHART):

INITIA TION
W ORKSHOPS
TEA M MA KING
REGISTERA TION
STUDY OF VA RIOUS DESIGN REPORTS
DESIGNING PHA SE 1
DESIGN W ORKSHOP FOR NEW TEA M MEMBERS
ERGONOMICS
W ORKSHOPS ON VEHICLE DYNA MICS
UNIVERSITY PRACTICA L EXA MINATIONS
SUMMER VA CATIONS
CONCEPT GENERA TION
STEERING A ND W HEEL DESIGN
DESIGN A SSEMBLY
ITERA TION 1
INNOVA TION
RESEA RCH A ND DEVELOPMENT PHA SE 2
PREPARATIONS FOR PFR ROUND A ND PFR …
PROCUREMENT OF MA TERIA LS
PIPES
BRA KES A ND STEERING
SAFETY EQUIPMENT
EXTENSIVE STUDY ON POWER TRA IN
W ORKSHOP ON MA NUFACTURING
FRA ME FA BRICATION
A SSEMBLY OF STEERING
ELECTONICS CIRCUITING A ND BODYW ORKS
A SSEMBLY A ND DISA SSEMBLY
UNIVERSITY SEMESTER EXA MINATIONS
TES TING PHA SE 1
IMPLEMENT A ND MODIFICA TION
DRIVER PRACTICE SESSION
FORMULA TION OF BROCHURE
7> COST REPORT:

Sl. No. SYSTEMS TOTAL TECHNICAL PARTS

1 Brake System 6,970.00 Chassis & Frame
Engine and
2 Transmission 32,739.00 Engine & Transmission
3 Frame and Body 17,150.00 Power Train
4 Instruments and 3,026.00 Brake Assembly
Wiring
5 Steering System 4,125.00 Steering Assembly
6 Wheels and Tyres 20,300.00 Spindle Assembly
Miscellaneous, Fit & Tyres & Rims
7 Finish 3,921.00
8 Innovation 5,875.00 Electricals
Total 94,106.00 Body Works
 8> DESIGN VALIDATION PLAN (DVP):

SL. ACCEPTANCE RESPONSIBLE TEST START FINISH

PROCEDURE DESCRIPTION REMARKS
NO. CRITERIA PERSON RESOURCE DATE DATE

Design Mrinal, Rishabh,

Done
1 Analysis on Frame No failure Abhay, Shivam SolidWorks 01-Mar-15 01-Apr-15
Successfully
SolidWorks Dhiman

Presenting
the
Overall Harshit J, Consulted
Investment, Done
2 Business Plan amount less Shikhar, Ajay Jain, 14-Aug-15 16-Aug-15
Production & Successfully
than 85 lakhs Shivam Goyal ( HOD MBA )
Management
of the Vehicle
Bended pipes
Nikhil, Done
Bending of Manufacturing should not Cylindrical
3 Devanshu, 17-Sep-15 18-Sep-15 Successfully
pipes Level have cracks Bend Test
Rajat, Devansh
& dents.

Strength of
Test a nugget
welded UTM/UTK-
sample piece Done
components Shivam Garg, 002
in Successfully
4 Welding Test should be Shivam Universal 20-Sep-15 20-Sep-15
Universal
within Goyal Testing
Testing
permissible Machine
Machine
limit

Vehicle
Lifting the
should be
Vehicle from Done
lifted without
the Jack Jack Point Shubham, Successfully
5 any Chain Pulley 11-Oct-15 12-Oct-15
point with the Testing Manish
bending in
help of
the center
Vehicle Stand
of chasis
 8> DESIGN FAILURE MODES AND EFFECT ANALYSIS (DFMEA):

Current
Process Potential Potential Potential Actions Responsibility Actions
process
step failure mode failure effects causes recommended (target date) taken
controls
1. Front
1. Bending in 1. Proper
impact.
weak 1. Due to analysis of
2. Side
members, it accidents. chassis design.
impact.
may be vertical 2. Due to 2.
3. Rear
or horizontal. high Manufacturing
impact.
2. Twisting speed should be exact 1. Cutting the
4. Offset
action due to driving replica of 1. Rewelding of joints.
impact. Manufacturing
torsion. collisions. design with joints. 2. Grinding
Chassis 5. Rollover. head 8
3. Change in 3. In case marginal 2. Proper the joints.
6. Static September 2015
overall of manufacturing machining. 3. Welding
overloading.
dimensions. overload. errors. the joints.
7. Irregular
4. Safety of 4. 3. Each weld in
Bending of
driver may get Manufact the chassis
members.
affected. uring should be
8.
5. Breakage of defect. properly
Manufacturin
week members. inspected.
g Defect.
1. Seat
1. Seat mount
mountings
may get
should be of
fractured and
high fatigue
1. Overweight hence may
strength.
driver. bend 1. Due to
2. Mountings
2. Impacts permanently high
should be Chassis team, Mountings is
entering the resulting in impact.
properly 1. Mountings will Driver and grinded. Then
Seat driver change of 2.
welded. be welded Manufacturing the
Mounts cockpits. mounts. Irrespons
3. Using of properly team. mountings is
3. Missing of 2. Excess of ibility due
rubber mounts 20 October 2015 re-welded
nuts due to vibrations. to team
to reduce
irresponsible 3. Unstability member.
vibrations.
causes. under loading
4. Nuts and
conditions.
bolts should be
4. Production of
fastened
noise.
properly.
9> BUISNESS PLAN:

a> INITIAL INVESTMENT:

a.1> Personal investment from partners – 25 Lakh

a.2> Loan by the state financial corporation and commercial banks – 50 Lakh

INITIAL INVESTMENT
4% 4%
1%

3%
7%

1%

2%

LAND MACHINERY FACTORY SETUP

OFFICE & SHOWROOM INITIAL MATERIAL COST DEPOSIT
COMMERCIAL VEHICLE

a.3> Cost Price of Go kart = 0.5 lakhs

a.4> Net Profit = 19.67 lakhs

10> VEHICLE DIMENSIONING:

All the 3 standard view (Top view, Front view and side view) of the vehicle with the proper dimensioning according to
Engineering Drawings Rules on A3 size sheet are given below:
 Figure 33 - LINE DRAWING

Figure 34 – LEFT SIDE VIEW Figure 36– RIGHT SIDE VIEW

Figure 37 – FRONT VIEW

Figure 35 – TOP VIEW

11> 3D CAD MODEL:

Figure 38 - ISOMETRIC Figure 40 - FRONT VIEW

Figure 39 - LEFT SIDE VIEW Figure 41 - RIGHT SIDE VIEW

Figure 42 - TOP VIEW

12> REFERENCES:

 Race Car Vehicle Design- Milliken & Milliken

 Wikipedia
 S.S. RATAN- Theory of Machines
 R.K. RAJPUT- Strength of Materials
 Fundamentals of Vehicle Dynamics- Gillespie
 IJRET Journals And Research Papers
 Materials Technology- G L Hewett
 Brake Handbook- A Baker
 Machine Design – V.B. Bhandari