Go Kart Design Challenge 2019

Team Oorja 20180595

Thapar Institute of Engineering and Technology
Design Report
Nikhil Gupta and Sachin Malhotra Shivam Panwar, Shivam Dhawan, Nikhil Jain
Chassis designing and Analysis Shivam Mittal and Lalit Kumar Brakes and Tyres Designing
Team Oorja Steering Designing and Analysis Team Oorja
Team Oorja

Madhav Aggarwal, Naman Jain, Shiva Aggarwal and Abhi Gupta Nikhil Gupta and Shivam Panwar
Pradyuman, Nikhil Joshi, Devyaansh Electrical department Ergonomics
Team Oorja Team Oorja
Goyal and Kartik
Transmission department
Team Oorja

Abstract— this design report reflects the all calculation • Further back will increase rear weight
and implementation of all the technical knowledge and R&D percentage.
of the team. This go-kart is designed in such a way that it
should ride safe and the load that applies does not change the • Too far back and the rear inner wheel won’t
structural strength of the chassis. The chassis is the backbone be able to lift up.
of the kart as it has to be enough flexible so that it must be
equal enough to the suspension. This paper is aimed to model b) Angle
and perform the dynamic analysis of the go-kart chassis and
its components. The go-kart chassis is different from ordinary • A correct angle ensures that the shoulders
car chassis. The chassis is designed in such a way that it remain at the correct angle of attack for steering
requires less materials and ability to withstand loads applied effectively.
on it. Strength and light weight are the basic consideration for 63o (from the horizontal) seats are the best for
choosing the chassis material.
general karting & junior drivers.
• For karts that will be racing in higher grip
I. INTRODUCTION situations the 58° seats lower the center of
This design report describes all decisions taken to gravity, keeping the kart stable
design and fabricate this go-kart in calculation and • 58o enables taller drivers to lower this center of
theoretical form. Modelling and solver software are gravity.
SOLIDWORKS 2016 and ANSYS 15.0 respectively. • 63o moves the drivers shoulder closer to the
II. THE DESIGN REPORT steering wheel and is fantastic for drivers with
shorter arms.
A. Driver Sitting Posture
1) Rulebook Considerations c) Mounting height
The kart must accommodate driver whose stature ranges • Situations where a higher seating position
from 5th percentile female to 30th percentile male. Kart may be used would be either wet conditions
must satisfy the below mentioned angle requirements when using hard tires, or for a small driver. Those
the 30th percentile male template will be positioned in the situations require more weight transfer to be
kart. applied to the two outer tires to obtain grip.
1 Torso Angle not less than 80°.
• Mounting height must be such that there is
2 Knee angle (static) not less than 140°.
enough weight transfer during cornering.
3 Back angle not less than 105°.
4 Elbow angle not less than 115°.
3) Other Adjustments
2) Seat Positioning • Once the seat is fixed, we can adjust the
Three areas of interest in seat positioning are: pedals and steering wheel to suit the driver.
i. Positioning front to back in the chassis • When setting the steering wheel, we need to
ii. Angle or tilt of the seat try and achieve a position whereby the
iii. Height at which it is mounted forearms & thighs are parallel.
• Need to make sure that at full steering lock
a) Position the arms are not fully extended and straight.
 4) Error and Tuning B. Chassis
If the seat is fixed too high in drag condition it will 1) Assumptions
result in an "over gripped" situation resulting in "hopping"
or "bicycling" a condition in which the inside rear wheel 1. Gross weight of the vehicle is taken to be 155 kg.
touches and leaves the ground repetitively. 2. For analysis the force is considered as 5g for front
impact, 3g for back impact and 2g for side impact.
This can be caused due to the following factors: 3. The appropriate factor of safety is considered to be
• The outside front tire exceeds its available grip. 2 but exact value can vary.
• Outside rear tire exceeds its available grip.
• Driver error 2) Chassis Modelling
The basic dimensions of the kart come from the sitting
posture of the driver. Ergonomics of the driver seat and
 SOLUTIONS engine length gives the overall length of the chassis.
Wheelbase and track width from steering calculations
• Increase rear track comes out to be 1050 mm and 840 mm for front and 871.5
• Decrease caster mm for rear. Circular pipe of outer diameter 25.4 mm and
• Lower driver inner diameter 23.4 mm is used for the whole frame. The
frame is designed for a factor of safety of 2.

5) Driver Hand Position

Decided Hand Position = Quarter to 3= 8° above 3’o clock
and 9’o clock.
Steering wheel diameter = 254mm.
Calculating the position of the palm on the wheel.

Fig.1 Calculating position of the palm on the wheel Fig.3 Flowchart showing scheme of iterative loop

x=tan8°×127= 17.8mm ≈ 18mm

6) Final Driver Position with Steering Wheel

3) Chassis Model
Go kart chassis model is made on SolidWorks 2016
using weldment feature. This file was then saved as .igs and
opened in Ansys for analysis. Chassis model is made with
bumper mounts but have no much use in analysis.

Fig.2 Final Driver Sitting Position (*Dimensions in cm) Fig.4 Top View
 • With the driver aboard there must be a minimum of
1” and a maximum of 2” static ground clearance
measured from the lowest point (except tires) of the
vehicle, under the complete vehicle.
• The steering system must have positive steering
stops that prevent the steering linkages from
locking up either in RH or LH turning.
Fig. 5Side View • Allowable total steering system free play (inclusive
of play in all the steering linkages) is limited to 7
degrees, measured at the steering wheel.
• Disassembly- Steering wheel and all the links must
be dismantled.
• Skid pad (60 points):

Fig. 6 Front View

Fig. 8 Skid Pad Track

• Autocross (90 points):

Fig. 7 Isometric View

C. Material Properties
From a large selection of alloys of steel, AISI 1018
was chosen to be the suitable material because of its
less weight per meter length and ease of availability.
AISI 1018 was created as a new material in the
Engineering data in ANSYS. Isotropic Elasticity
property was used to define the properties of the
material such as Young’s modulus, poison’s ratio,
bulk and shear modulus. The material properties
assigned are as follows: - Fig. 9 Autocross Track

Density Young's Poisson Bulk Shear

B. The Design
(g/cm3 ) Modulu ’s Modulus Modulus
s (MPa) Ratio (MPa) (MPa) 1) Track Width
7.85 2.e+000 .29 1.5504e+0 77821 A kart requires a narrower front and a wider rear track
so as to attain proper diagonal weight transfer producing
5 05
the jacking effect. Also, a considerable amount of scrub
radius (due to KPI (King Pin Inclination)) along with a
suitable trail (due to castor) and chassis flex is required for
II. STEERING DESIGN the dropping of the inside front wheel and the rise of the
outside front wheel in order to produce jacking and lift the
A. Rulebook Considerations inside rear tire (Will be discussed in detail later while
• The smaller track width (front or rear) must not be deciding KPI and Caster). Wider front track width creates a
less than 80% of the wheelbase of the vehicle. greater amount of jacking effect across the front of the
chassis and narrowing does the opposite. Wider front track
width also improves the turning radius and is useful if we
are experiencing understeer. Narrower front track increases
the turning radius and is useful if we are experiencing
oversteer. Also, it must be kept in mind that our engine is
rear mount and we do not require too much space at the
sides.

Therefore,
Minimum front track width according to 80% criteria=
b*0.80=1050*0.80=840mm
Fig. 11 KPI [8]
Decided Front track width (a) = 850 mm*
Distance between King Pins (c) = 634mm 3) Scrub Radius and Trail
Distance between inner part of tire and center of King
Pin= a) Scrub Radius: Scrub radius is measured at the
ground and is the horizontal distance in front elevation
= 51mm
*
= between the point where the steering axis intersects the
ground and the center of tire contact patch. It is considered
(*) This front track width and the distance between the positive in the scenario as shown in Figure 12.
tire and King Pin will be increased or decreased (To
alter scrub radius) during the testing phase to attain
optimum performance from our kart after the complete
fabrication with the help of spacers. This can be done
as the geometry depends only on the value of the
distance between King Pins (c) and the instantaneous
centers only vary with c. The stub axle will be
designed accordingly.

2) Caster and King Pin Inclination (KPI)

a) Caster angle: It is the angle in side elevation
between the steering axis and the vertical. It is considered
positive when the steering axis is inclined rearward (in
upright direction) and negative when the steering axis is Fig. 12 Positive Scrub Radius [8]
inclined forward.
Caster has pros of helping the kart with jacking and provide b) Caster Trail: Caster Trail is measured at the
the kart with the ability of making sharp turns. It has the ground and is the horizontal distance in side view between
downside of increasing steering effort. the point where the steering axis intersects the ground and
the center of tire contact patch. It is considered positive in
the scenario as shown in Figure 13.

Fig. 10 Positive and Negative Caster Angles [8]

b) King Pin Inclination: KPI is the angle between the Fig. 13 Caster Trail [8]
vertical axis and the steering axis in the front
elevation/view. It is used to reduce the distance measured at
the ground between the steering axis and the center of the
C. Jacking and Decision of KPI and Caster
tire in front elevation (Scrub Radius) in order to reduce the
steering effort. A go kart lacks a differential. Therefore, to compensate for
the same one of the rear tires must either lose traction or lift
in the air. This phenomenon is known as jacking. The
amount of jacking from steering geometry is directly
related to the distance between the tire contact patch and
the steering axis as well as the angles of caster and king pin
inclination.
A positive caster angle coupled with a positive scrub radius
causes jacking. The inside tire (during a turn) digs into the
ground and the outside tire rises up this causes only three
tries to remain in contact with the ground. The kart now
behaves like a seesaw. Due to the lateral load transfer on
1) The Caster and Camber Adjuster
cornering the outside front tire remains grounded and the
The Caster and Camber adjuster is used to alter the
inside rear tire lifts up and loses traction. To get a proper
values of Caster and Camber to optimize the kart’s
scrub radius we must have proper king pin inclination. A
performance. The team is going to use the dependent type
kart with zero scrub radius will have a zero-net gain in
caster and camber pills as shown in Figure 16.
wheel height change even with excessive amounts of
caster. The chassis must also have proper stiffness to allow
the jacking to take place.
The KPI coupled with the caster trail also cause jacking but
the jacking due to this is very small as compared to the one
produced by the caster-scrub duo.

Fig. 14 The Geometry

Fig. 16 Caster-Camber Adjustment Pills with C-Bracket
Caster ranges from approximately 2 degrees in racing
vehicles up to 7 degrees in sedans but in a go kart we need a) Effects of Positive Camber:
more caster to produce more jacking to lift the rear inner • Creates more tire patch on the track leading to
wheel. more grip- May be used for autocross (Will be
decided after testing).
Decided Inbuilt C-Bracket Caster angle= +10 degrees* • Helps in rain.
Decided Inbuilt C-Bracket KPI= +10 degrees* • Too much camber creates a loose rear end of
(*These can be adjusted using the caster camber adjuster the kart due to excessive grip in the front.
during testing and at the event site. The effects of
• Creates more heat in front tires.
increasing or decreasing these values are discussed with the
caster and camber adjuster section.) b) Effects of Negative Camber:
• Reduces tire contact patch.
• Reduces roll resistance and increases straight
D. Camber line speed- Will be used for Acceleration
Camber angle is the inclination of the wheel with the Test.
vertical axis in front elevation/view. Negative camber is set • Creates better stability of the rear due to less
when the top of the tire leans towards the kart and positive grip at the front.
is the opposite as shown in Figure 15. c) Effects of Positive Caster:
• Creates more weight transfer to the front and
shortens wheelbase.
• Increases front end grip.
• Favorable for wet or slippery conditions.
• Causes the steering to be heavy for the driver.
d) Effects of Negative Caster:
• Decreases front end grip.
• Reduces roll resistance.
• Take out caster if the steering is too heavy for
the driver to turn.

2) Static Toe Setting

The toe angle is measured in the top plane and is the
Fig. 15 Positive and Negative Camber
angle between the geometric centerline of the axis
Decided Camber angle= 0 degrees*. (Perpendicular to the rear shaft) and the axis of the front
(*) These can be adjusted using the caster camber adjuster tire perpendicular to the rotational axis and lying in the top
during testing and at the event site. The effects of plane. The situation in which the front of the tire face each
increasing or decreasing these values are discussed with the other is known as toe in and if they face away from each
caster and camber adjuster section. other it is known as toe out as shown in Figure 17.
 a) Effects of Toe In: Therefore, maximum limit of the turning radius of the
• More stable in straight line. geometric center of the kart= 2.1m
• Less responsive turning in the corner entry.
b) Effects of Toe Out: 1) Mechanism
• Less responsive steering in corner entry. We have decided to use Bell Crank mechanism for our
• Less stable in straight line. steering system due to its low cost, compact size and easy
Decided Toe Angle= 0 degrees assembly. The bell crank transmits the torque from the
steering column to the tie rods with the center of the bell
connected to the column as shown in Figure 19.

Fig. 19 Steering Column with Bell Crank Mechanism Tripod [8]

Fig. 17 Toe in and Toe out [8]

2) Geometry
Due to the requirement of different inner and outer turn
E. Front Ride Height angles approximately 100% Ackerman Steering geometry
Front ride height refers to the height of the front of the is used. It is a type of geometry in which the mechanism
kart from the ground. According to the Point-2 of rulebook lies behind the front axle and the steering arms meet at the
considerations of the steering report there must be a center of the rear axle.
minimum of 1” and a maximum of 2” static ground
clearance measured from the lowest point (except tires) of “A device that provides steering according to the
the vehicle, under the complete vehicle. Ackerman condition is called Ackerman steering,
Increasing ride height leads to more lateral load transfer Ackerman mechanism or Ackerman geometry. There is no
during turning and puts more load on the outside wheels. practical four bar linkage mechanism that can provide the
Decided Neutral Front Ride Height= 1.5 inch= 38.1mm. Ackerman condition perfectly. However, we may design a
Range of ride height to be adjusted using spacers= 1.3-1.7 multi-bar linkage to work close to the condition and be
inch= 30.48-43.18 mm. exact at a few angles.” [2]
Ackerman Condition:

F. Required Turning Radius for The Event Where: θ= Outer tire angle
The rulebook shows the dimensions of the Autocross = Inner tire angle
and Skid pad tracks where handling is very important. c= Distance between the king pins
These events also carry a humungous weightage in the final
judging criteria (Autocross-90 points and Skidpad-60 b= Wheelbase of the vehicle
points). Therefore, our kart must have effortless handling in
these events. Figures 3-2 and 3-11 show the autocross track
where the distance between the cones is given as 4.2m. 3) The Calculations
Therefore, the geometric center of our kart must have a Input Data from the Preceding Part of the Report:
turning radius of 2.1m.
• Wheel Base(b)= 1050mm
• Width of the front BKT tire (Wt)= 114mm
• Front track width(a)= 850 mm
• Distance between King Pins (c)= 634mm
• Inbuilt C-Bracket Caster angle(µ)= +10 degrees
• Inbuilt C-Bracket KPI(λ)= +10 degrees
• Camber angle(γ)= 0 degrees
• Toe Angle(Ω)= 0 degrees
Fig. 18 Path of the Kart on The Autocross Track
 • Maximum limit of turning radius of the center of Fig. 21 A simple approximation to perfect Ackermann steering geometry
the kart=2.1m
b) Assuming maximum inner turn angle ( )=40°
• Aimed steering ratio= 1:1[1] Therefore, the outer turn angle (θ)= 29.11° (From the
• Front Ride Height= 38.1mm (Neutral Position) Go Kart geometry as shown in Figure 18).

• Radius of steering wheel= 127mm

a) Angle of steering arm with the longitudinal axis of
the go kart (ω) Alternately,
A simple approximation to perfect Ackermann steering
geometry may be generated by moving the steering pivot Ackerman Condition:
points inward so as to lie on a line drawn between the Where: θ= Outer tire angle
steering kingpins and the center of the rear axle as shown in
Figure 21. = Inner tire angle

ω= =16.799° c= Distance between the kingpins

b= Wheelbase of the vehicle

 θ=

 θ=29.11°

Fig. 20 The Go Kart Geometry

 Fig. 22 Geometry Used for Iterations

c) “Steering arms intersecting at the rear axle”  - indicates displacement away from the rear
method is correct only when the tie rods are not angled axle
forward or backward. The angle between the tie rod and the
steering arm are what decides Ackerman Geometry.
Therefore, iterations were carried out using the known Also,
input parameters and making the geometry in Solid Works
(Figure 22). Only one of the parameters given below was Percentage Ackerman/Net steer%=
altered at a time and optimization was carried out.
Where,

Let: Φi= Ideal inner tire angle

x= Distance between the holes of the tripod (mm)
t= Tie rod length (mm) θi= Ideal outer tire angle

r= Tripod Radius (mm)

Φa=Actual inner tire angle
d= Steering arm length (mm)
σ= Angle of steering wheel turned θa= Actual outer tire angle
z= Displacement of the center of tripod from the line
joining the two King Pins (mm)
 + indicates displacement towards the rear axle
TABLE 1 Table of Iterations:

z ω x t r d θ φ σ %Ackerman
0 16.79 40 261.15 110 125 25.62 40 35.7 131.93
0 16.79 40 259.96 110 130 25.2 40 37.75 135.78
0 16.79 40 258.86 110 135 24.7 40 39.8 140.37
0 16.79 40 258.23 120 135 25.86 40 34.34 129.72
0 16.79 35 260.72 120 135 26.44 40 35.44 124.40
0 16.79 30 263.2 120 135 27 40 35.68 119.27
 0 16.79 30 264.5 120 130 27.24 40 35.82 117.06
0 16.79 30 264.5 120 130 24.31 33 29.46 108.63
0 16.79 30 264.75 100 135 22.39 33 39.19 132.63
0 16.79 30 266.7 100 125 23.23 33 35.39 122.13
0 16.79 35 264.24 100 125 22.65 33 35.24 129.38
0 16.79 35 265.35 100 120 23.02 33 33.4 124.75
0 16.79 30 270.57 120 110 27.59 40 26.86 113.85
0 16.79 30 264.5 120 130 25.23 35 30.75 111.02
0 16.79 30 26.55 120 130 27.24 40 33.82 117.06
0 16 30 266.23 120 130 27.61 40 34.36 113.67
0 20 40 258.42 70 130 11.79 40 66.2 258.81
0 20 40 261.9 70 110 17.96 40 51.61 202.20
40 25 40 250.62 70 110 19.5 40 38.79 188.07
0 23 35 258.69 70 110 18.3 35 44.45 189.77
0 23 35 261.56 70 100 19.73 35 39.08 173.52
0 14 30 270.64 120 130 28.52 40 35.68 105.32
10 14 30 271.1 100 130 26.53 40 44.71 123.58
20 14 30 270.65 100 130 26.9 40 43.82 120.18
30 14 30 270.56 100 130 27.19 40 42.89 117.52
10 14 30 275.4 100 130 28.16 40 35.51 108.62
0 14 30 270.3 100 130 26.94 40 34.54 119.82
10 16.79 30 274.27 70 110 19.77 40 56.35 185.60
10 16.79 30 279.49 70 80 25.6 40 37.07 132.11
0 16.79 30 279.01 70 80 25.8 40 36.14 130.28
-20 16.79 30 279.14 70 80 25.97 40 34.2 128.72
30 16.79 30 279.74 70 80 25.9 40 33.19 129.36
20 16.79 28 277.01 70 90 25.55 40 40.07 132.57
30 16.79 28 277.28 70 90 25.69 40 38.97 131.28
50 16.79 28 277.8 60 90 24.39 40 44.94 143.21
60 16.79 28 278.87 60 90 24.57 40 43.53 141.56
50 16.79 28 285.78 60 90 25.52 40 31.96 132.84
-30 16.79 26 284.6 60 70 26.06 40 34.22 127.89
-31 16.79 28 284.54 70 70 26.51 40 28.11 123.76
20 16.79 28 283.6 70 70 26.71 40 29 121.93
0 16.79 28 282.78 70 70 26.93 40 30.7 119.91
40 16.79 28 284.19 80 70 28.02 40 28.85 109.91

The last iteration shown in green was decided to be final. e) r= 80mm

f) d= 70mm
Results from iterations: g) θ= 28.02°
a) z= +40mm h) φ=40°
b) ω= 16.79° i) σ= 28.85°
c) x= 28mm j) Percentage Ackerman= 109.91% (Oversteer if the
slip angles are negligible)
d) t= 284.19mm
 k) Locking Condition

Fig. 23 φ Vs θ for 100% Ackerman and our actual design

Locking condition occurs at and σ= 36.65° as

shown in Figure 24which are distant values from where our
steering stops would be placed (i.e. and σ=
28.85°).

l) Steering ratio (Inner Wheel) = = 1.386

Fig. 24 Locking Condition

m) Graph of Vs θ for 100% Ackerman and our actual design:

d) Decided Neutral Front Ride Height= 1.5 inch= Radius of front tire= 127mm
38.1mm.
Range of ride height to be adjusted using spacers= 1.3-
1.7 inch= 30.48-43.18 mm.
 Let: h= Height of the center of C-Bracket from the The placement geometry was finalized by drawing a 2D
lower part of the base chassis as shown in Figure 25 in sketch along with the drivers sitting posture in SolidWorks

Fig. 25 Front part of the designed chassis

neutral position. as shown in Figure 24 (Dimensions in cm).

h=127-38.1= 88.9mm (Including tube diameter)
Tube diameter=25.4mm
Height excluding tube diameter=88.9-25.4= 63.5mm

e) The preceding iterations have been done with a 2- Where:

dimensional sketch, but the actual steering assembly may Point A= Front tube of the chassis
lie in different planes. We require the following points to lie

Fig. 26 Placement of Steering Components (*Dimensions in cm)

in the same plane for our geometry to work: Point B= Base of the Steering Column
a) Common point between the tripod plates Point C= Position of King Pin
and the center of the steering column.
Point D= Common point lying symmetric to both the
b) Both the tripod holes tripod plates and at the center of the steering column.
c) Steering arm hole
f) Scrub Radius and Caster Trail
d) Centre of the Kingpin Hole
 Distance between inner part of tire and center of King
Pin= 51mm
Width of tire= 114mm
Scrub Radius= =
38.1×tan10= 101.28mm*
Caster Trail= = 38.1×tan10=
6.72mm*
(*Both of these values can be altered using the Caster-
Camber adjuster and the scrub radius can also be altered by
changing the front track width).

g) Turning Radius
The following turning radiuses are found using the Go
kart geometry on SolidWorks:
a) Turning Radius about Geometric Centre= 1.64m Fig. 28 Measurement of maximum force using a spring balance

b) Turning Radius about Centre of Gravity= 1.62m i) Radius of steering wheel= 127mm
c) Turning Radius of outer most point (i.e. Outer Total Torque (τ)= F×127×2= 98.1*2*127
Front tire) = 2.32m = 24917.4 N-mm
j) Maximum Force transmitted through tie rod
The worse condition for the occurrence of maximum
force on the tie rod occurs when one of the wheels gets
locked and the other is free. In such a condition the entire
load is taken by the components in series.
For current design:

Tripod

Fig. 27 Go Kart Geometry with Turning Radiuses T Tcos Θ × r = τ

h) Maximum Force applied by the driver per hand on  T=

the wheel(F) = 10×9.81= 98.1N*
For T= Maximum
(*) This was measured using a spring balance for our
driver as shown in Figure 28. cos Θ= Minimum
The maximum allowed angle of turn of the steering
wheel σ= 28.85°.
The range of values of Θ for our design (Taking
clockwise Θ positive)
= -18.25° to +15.78°
Since, Minimum value of cos Θ lies at -18.25°
Therefore,
Tmax= = 327.96 N
 Table- Load with different accelerations:
k) Lateral Load Transfer [1] Corneri Fz = Wz Weig ΔW WL
Front to rear weight distribution ratio= 40:60 ng (kg) ht on (kg) =
Total weight of the kart with driver (W)= 160kg Acceler front
ation tires
Weight distribution is assumed to be symmetric about
the longitudinal axis of the kart in static condition. (Aα) (WF)
Height of the center of gravity of the kart (h)= 60mm 2g 328.26 131.30 65.6 8.24 73.
Assuming maximum road bank angle at Buddh 5 89
International Circuit (α)= 40° [6] 1.5g 276.84 110.74 55.3 4.69 60.
7 06
1g 225.41 90.16 45.0 1.14 46.
8 22

l) Lateral Force on a tire while standing at an

inclination (FL)
Fig. 29 Load transfer on a banked road FL=

As shown in Figure 29 while cornering around a banked = 160×0.40×0.5×9.81×sin40°= 201.78 N

road the weight gets transferred to the outer wheels.
Let Aα= Centrifugal acceleration. m)Forces exerted by the driver on the steering
Resolving components along y and z axis we get: column while getting out of the Go Kart
Assuming total force exerted= Weight of the driver.
Fy= W (-Aα cosα + sinα)
Mass of the driver= 60kg
Fz= W (Aα sinα + cosα)
Weight of the driver= 588.6N
Initial Weight at one front tire (Wi)= 160×0.40×0.5=
32kg The distribution of the force on the steering column at
57.64° is shown in Figure 31.
Now, Fz will cause some load on the tires:
Let Weight on the tires due to force along z
component= Wz
Now once we have Wz the scenario for pure load
transfer becomes as shown in Figure 30.
Wz= Fz

Fig. 30 Scenario for pure lateral load transfer

Let ΔW= Lateral Load transfer on front left tire for

Figure-23
Fig. 31 Forces Exerted by a driver on the column
ΔW= =

Let WL= Weight on front left tire after load transfer.

 • The Complete Steering Column
G. The Design on CAD
1) Steering Column
• The Tripod
The tripod consists of 2 adjustable positions namely 1
and 2.
a) Position 2- The neutral position for which the
calculations have been done.
b) Position 1- Provides slower steering and decreases
Ackerman.

Figure 3-27 Steering Column

2) Stub Axle
a) Adjustable Positions
The steering arm of the stub axle consists of 5 adjustable
modes as shown in Figure 34.

Fig. 33 The Tripod

• The Bottom design for bearing

The bottom part of the column has a mount for the
bearing which will allow free movement of the column.

Fig. 34 Adjustable Positions on the Steering Arm

b) Position 1- Standard position for which

calculations have been done.
c) Position 2- Increases directional speed and
decreases Ackerman angle.
d) Position 3- Decreases directional speed and
decreases Ackerman angle.
Fig. 32 Mount
 e) Position 4- Increases directional speed and
increases Ackerman angle.
C. Maximum velocity calculations:
f) Position 5- Decreases directional speed and
increases Ackerman angle. Driving force (f) =
1
µmg cos θ + m gsin θ + ρACd × ν 2
2
= 0.01 × 160 × 9.8 × cos(10) + 160 × 9.8 × sin
1
(10) +× 1.226 × 1 × 0.8 × v2
2
= 43.038 + 0.4904 ν2
Fν
P=
Fig. 35 Side View of the Stub η
H. The Usage of Cylindrical Spacers 43.038ν + 0.4904ν 3
(0.98 + 8202.7) =
Cylindrical spacers of suitable sizes are used to allow (0.98 × 0.95)
smooth operation of all the heim joints and bearings.
0.4904 ν3 + 43.038ν – (8038.646 × 0.931) = 0
III. TRANSMISSION 0.4904 ν3 + 43.038ν – 7483.979 = 0
ν= 23.626 m/s
A. OBJECTIVE
⇒ 85 km/h
The drive-train is a very important part of the racing
cars, taking into consideration that all of the car’s power is
transferred through the drive-train system to the round. The D. SPROCKET AND CHAIN
challenge is to harness the engine’s 9 brake horsepower and
distribute it to the ground in the most efficient way. Also We are using 10 teeth for driver sprocket and 44 for rear
take care about the strength and proper dimensions of every sprocket to get a gear ratio of 4.4. Shaft which we are using
is made of mild steel and choosing after proper analysis of
part of transmission system so that it will be safe and
forces that are applied to it. We are using YBN 480 chain
according to the rulebook.
no. which is compatible for our requirement and is used for
125cc engine. Its length is also calculated according to the
B. SELECTION OF ENGINE parameters.
The goal of the drive train is to transmit power from 1) Chain specifications
engine to the rear wheels. So first we select the BAJAJ YBN Chain no. = 428
discover 125cc engine because our need is to get high Pitch X Width = 1/2'' X 5/16" = 12.7 mm X 7.94 mm
torque at low rpm as it is important to get a good pick up.
Roller Diameter = 8.50
Links Heights (H1/H2) = 10.20/11.90
Thickness (T1/T2) = 1.5/1.5
1 Mass of the cart (105+55) = 160 kg
Pin -
2 Coefficient of drag (Cd) 0.8
Diameter = 4.44
3 Density of air (ρ) kg/m3 Length, F = 8.55
G = 9.70
4 Projected area (A) 1 m2
Average Strength = 1850
5 Angle of inclination (θ) 10 No. of links
M = 2 (C/P) + [(ζ1 + ζ2)/2] + [(ζ1-ζ2)/2π]2 X (P/C)
6 Max power 8.038646 KW = 2 X (304.8/12.7) + ((10+44)/2) + [(44-10)2/2π]2 X
(127/304.8)
7 Max angular velocity 550 rpm
= 78.7497
8 Teeth on driving sprocket 14 = 79
Length of chain = M X P
9 Efficiency of chain 0.98 x 0.95
= 79 X 0.5 = 39.5'''
sprocket drive (η)
2) Sprocket Calculations
10 Radius of wheels 0.14 m a) For pure rolling
ν – rω = 0
ν = rω
 2π N max
23626 = 0.14 × ×
60 raxle
0.14 2 × 3.14
raxle = × × 5500 = 3.4
23.626 60
So, teeth on driving sprocket = 14
∴Νο. οf teeth on driven sprocket = 14 × 3.4 = 45
E. Shaft selection
We selected shafted based on strength basis considering
axial tensile forces, bending moments and torsional
moments acting on the shaft. We have taken mild steel
(40C8) as our shaft material.
Force on sprocket = 350.97 N
Force on disc = 377.8 N

RS + RD = B1 + B2
350.97 + 377.8 = B1 + B2
728.77 = B1 + B2

350.97 × 190 + 377.8 × 370 = B2 × 617

66684.3 + 139786
= B2
617
B2 = 334.635
a) VERTICAL
B1 = 394.135

B1 + B2 =
–999.6

B1 × 132.5 – B2 × 749.5 + w2 × 882 = 0

B1 × 132.5 + B2 × 749.5 = 440823.6
B1 = –1928.72
B2 = 929.125

b) HORIZONTAL
 ⇒ (109175.395) 2 + (66223.5) 2
For d = 30 mm
⇒ 11919266873.406 + 4385551952.85 Bearing to use → 16006
having C = 11200
⇒ 127690.323
D = 55 & B=9
.
For mild steel of 40C8, Sxt= 650 N/mm 2
G. MISCELLANEOUS
Syt= 380 N/mm 2 Some other parts that we are using in transmission are
keys, sprocket hub, chain guard, acceleration wire,
accelerated pedal and a fuel tank. The bearing are
according to the diameter of the shaft calculated and the
fuel tank which we are using are made up of metal sheet.

IV. ELECTRICAL REPORT

Since, minimum of both is 114. Innovation deals with anything that improvises
Therefore, rest of features in a car .By inculcating new ideas for better
performance of the cart Team OORJA decided to make
= 85.5 N/mm2 (since the keyways are Driver's life easy by including:
present)
1. Kill Switch: For Safety purpose in context to the
driver.
2. Break over travel switch Stops the engine from
running in case of a break Failure
Where Kb=2 & Kt=1.5 3. Break lights-They will provide safety to the driver
and an indication to other cars as well and may stop
any accidents from happening.
4. Transponder: Used for lap timing purposes.
Wire used throughout all the circuit dimensions = 5mm
= 28.926 mm copper
Battery = 12 v Lead Acid Battery.
Standard diameter available in this range is = 30mm
A. Ignition coil
F. Bearing calculations It insures you have spark on the sark plug.A spark-
ignition engine where the combustion process of the
air-fuel mixture is ignited by a spark from a spark plug.
=FB (1928.72) 2 + (334.635) 2
1

=FB 3719960.83 + 111980.58

1

⇒ 1957.534

=FB2 (929.125) 2 + (394.135) 2

=FB2 863273.265 + 155342.398

⇒ 1009.264
Life = 50 million rev.
Fig. 36 Ignition coil
Bearing B1 Bearing B2
C = P1(l10)1/3 B. CDI
A capacitor discharge ignition works by passing
⇒ 1957.534 (50)1/3 C = 1009.264(50)1/3 an electrical current over a capacitor. This type of ignition
⇒ 1957.534 ⇒ 1009.264(3.6848) builds up a charge quickly. A CDI ignition starts by
(3.688403) generating a charge and storing it up before sending it out
to the spark plug in order to ignite the engine. This power
⇒ 7211.61 ⇒ 3718.199 passes through a capacitor and is transferred to an ignition
coil that helps boost the power by acting as a
transformer and allowing the energy pass through it instead
E. Brake Over travel switch
of catching any of it.
A break over travel switch must be installed on
the car. This switch must be installed so that in the event of
break system failure such that the brake pedal over travels,
the switch will be activated and will stop the engine from
running. The switch kills the engine but not the brake light
connection when pressed.

F. Kill switch
A kill switch interferes with the engine's
combustion process via pilse coil and is engineered to shut
it down in the quickest way possible. It will serve the
purpose of shutting all the electrical connection when it is
pressed.
To cut the current in the circuit so the functioning
Fig. 37 Diagram of CDI of the brake light, ignition horn etc. electrical and
innovation components are disrupted

C. Starter solenoid
When the ignition key is turned to the START
position, the battery voltage goes through the starter control
circuit and activates the starter solenoid, which in turn
energizes the starter motor. At the same time, the starter
solenoid pushes the starter gear forward to mesh it with the
engine flywheel (flexplate in an automatic transmission).
The flywheel is attached to the engine crankshaft. The
starter motor spins, turning over the engine crankshaft
allowing the engine to start

Fig. 40 Brake over travel circuit diagram

G. Transponder

Transponders are used in motorsport for lap timing

purposes. A cable loop is dug into the race circuit near to
the start/finish line. Each car has an active transponder with
a unique ID code. When the racing car passes the
start/finish line the lap time and the racing position is
shown on the score board.

Passive and active RFID systems are used in off-

road events, the riders have a transponder on their person,
Fig. 38 Starter Solenoid
normally on their arm. When they complete a lap they
swipe or touch the receiver which is connected to a
D. Brake light switch computer and log their lap time.
The brake light switch is connected to the brake
pedal of the car. When the brake pedal is stepped on, the
brake lights turn on. H. Regulator rectifier
The regulator rectifier is a combined unit. It does
the rectifying part as well the regulation part. It is part of a
battery charging system. It usually gets an AC power feed
from the stator coil of the generator (alternator). Most
modern regulator rectifiers and Stators form a three phase
system, so there are three wires coming from the stator
feeding into the regulator rectifier. The regulator rectifier
then rectifies the voltage; that is it turns the voltage from
Fig. 39 Brake Light circuit diagram
AC into an undulating DC. The voltage is then regulated;
the voltage being limited to a maximum of about 14.5 volts 3. 80% efficiency of brake callipers.
and feeds this regulated DC out to the battery. There are
4. Coeff. Of friction b/w pads and disc is 0.3
some single phase, regulator rectifiers as well which
perform a similar function but there are only two wires 5. Coeff. Of friction b/w road and tyres 0.8
coming from the stator into the regulator rectifier which is
6. Wheel locking condition is considered.
then fed to the battery in the same way as the three phase
system. 7. Weight distribution 55% on rear wheels.

C. Design
The brake system design includes the single disc at the
rear axle to stop the vehicle. It is mounted at the mid of the
axle to enable the optimum balancing requirement. Master
Cylinder is used at the front near the brake
pedal providing the occupant to easily accessible space. A p
roper 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. The brake pedal is made up of mild steel.

D. Calculations
Fig. 41 Regulator rectifier
The stopping distance of our go kart is calaculated by
the Newton’s formulae :-
I. Spark plug
V2 =U2 + 2AS ,
When a car kill switch interrupts the flow of
electricity to the spark plug, the car engine’s pistons can no Where V is the final velocity, U is the initial
longer move and the whole engine stops. While this is a velocity, A is the acceleration and S is the stopping
popular method, it carries the risk of the car back-firing if distance. Our go kart provied a stopping distance of 9.95m,
there is a significant amount of gasoline. when speed of car was 45 km/h.
Also, the braking force can be calculated by using the
formulae,
Braking force = mass of the vehicle*acceleration
When the calliper presses, then huge pressure is applied in
a short time and it can be calculated by :-
Brake pressure= ( pedal ratio*pedal force)*0.9 / Area of
bore.
And for our go kart it came out to be as 317.58 N/cm2.
The width of disc is 3mm and is made of cast iron and for
the brake pedal, it is mild steel.
Fig. 42 Spark Plug
The dimensions of front tyre is 10*4.5-5 and rear tyre is
7/11-5.
V. WHEELS AND BRAKING SYSTEM Front tyres are kept smaller so as to aid in
cornering and will further save space. Rear tyre is larger to
A. Objective get more traction.
The main objective of our braking system is to stop the The other calculated values are given below :-
car without skidding and control loss. Any unwanted
leakage is prevented by connecting a reservior with the
master cylinder.
If need be, tyres can be locked too in an emergency
situation so as to avoid accident. We have designed a
ventilated disc brake rotor so as to maximize heat
dissipation.

B. Assumptions
These assumptions are taken by reading the research
papers and using their results.
1. Pedal Force 200N
2. 90% efficiency of master cylinder.
 Coeff. Friction b/w Disc and Brake Pads c 0.3
Outer Dia. of Angular Disc Pad Rear Do 20 cm
Inner Dia. of Angular Disc Pad Rear Di 15 cm
Radius of Disc Rear Ro 10 cm
Effective Disc Diameter Rear Re 17.44286 cm
Torque Generated by Braking Rear T 16615.37 Ncm
Tire Radius Rear Rtrear 13.75 cm
Tire Radius Front Rtfront 12.5 cm
Mass of Car + Driver M 160 Kg
Assuming 45-55% wt. distribution at front and rear N 88 Kg
Friction Coeff. b/w Road and Wheel c1 0.8
Torque Generated by Locking Rear r 9496.08 Ncm
Retardation r 7.848 m/s2
Initial Velocity u 12.5 mps
Stopping Distance d 9.95 m
Table 5.1 Break disk parameters

Fig. 43 Break Hub Analysis

VI. REFERENCES
[1] D. Metz, W. Milliken and D. Milliken, Race car vehicle dynamics.
Warrendale, PA: Society of Automotive Engineers Internat., 1998.

[2] R. Jazar, Vehicle Dynamics. Dordrecht: Springer, 2008.

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