Introduction

The objective of this report is to highlight the preliminary design report of team Street Dreamer's

Go-Kart vehicle to compete in National Go-Kart Racing championship 2016. The Team’s primary
objective is to design a safe and functional vehicle based on a rigid and torsion-free frame, well
mounted power train and to understand the finer aspects of vehicle design with the ulterior motive
of fabricating prototype vehicle that could be manufactured for consumer sale, while
strictly adhering to the competition rule.
The secondary objective is to enhance driver’s comfort and safety, and to increase the performance
and manoeuvrability of the vehicle.

To achieve our goal the team has been divided into core groups responsible for the design and
optimization of major sub-systems which were later integrated into the final blueprint.

We approached our design by considering all possible alternatives for a system & modelling them
in CAD software like CATIA etc. and subjected to analysis using ANSYS software. Based on analyses
result, the model was modified and retested and a final design was frozen. The design process of
the vehicle is iterative and is based on various engineering and reverse engineering processes
depending upon the availability, cost and other such factors. So the design process focuses on
following objectives.

We approached our design by considering all possible alternatives for a system & modelling them in CAD
software like CATIA, Pro-E etc. and subjected to analysis using ANSYS software. Based on analysis result, the
model was modified and retested and a final design was frozen. The design process of the vehicle is iterative
and is based on various engineering and reverse engineering processes depending upon
the availability, cost and other such factors. So the design process focuses on following objectives:

Safety, Serviceability, Strength, Ruggedness Standardization, Cost, Driving feel and ergonomics,
Aesthetics.

The design objectives set out to be achieved were three simple goals applied to every
component of the car: durable, light-weight, and high performance, to optimizing the
design by avoiding over designing, which would also help in reducing the cost. With this we
had a view of our kart. This started our goal and we set up some parameters for our work,
distributed ourselves in groups.

Design and Frame Methodology

Frame Design(Sv,tv)
 OBJECTIVE - The frame is designed to meet the technical requirements of competition the objective of the
chassis is to encapsulate all components of the kart, including a driver, efficiently and safely. Principal aspects of the
chassis focused on during the design and implementation included 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. The frame modal
can be viewed as shown below-

 Material specification-The material ASTM 108 gr is used in the frame design because of its
good weld ability relatively soft and strengthens as well as good manufacturability. A good strength
material is important in a roll cage because the roll cage needs to absorb as much energy as possible
to prevent the roll cage material from fracturing at the time of high impact ASTM 108 gr has chosen
for the chassis because it has structural properties that provide a low weight to strength ratio.
Chemistry Data:
Carbon - 0.14 - 0.2 %
Iron Balance-:
Manganese - 0.6 - 0.9 %
 Phosphorus - 0.04 % max
Sulphur - 0.05 % max

 Principal Design Features - 1018 is among the most commonly available grades
available in the world. It is widely available in cold finished rounds, squares, flat bar and
hexagons. Despite its unimpressive mechanical properties, the alloy is easily formed,
machined, welded and fabricated. Due to its higher Mn content, it can, in thin sections, be
hardened to Rc 42.

 Applications - The alloy is a free machining grade that is often employed in high
volume screw machine parts applications. It is commonly employed in shafts, spindles, pins,
rods, sprocket assemblies and an incredibly wide variety of component parts.

 Machinability - 1018 is rated at 62% of 1112 carbon steel. The alloy can be easily brought
to a fine finish, its chips are continuous and hard and it can be machined in all conditions.

 Forming - 1018 can be easily formed in the annealed condition.

 Welding - 1018 has been successfully welded using most all the common practices
including gas, resistance, oxyacetylene, and submerged melt welding.

 Heat Treatment - 1018 can, in thin sections be case hardened to Rc 42. In thicker
sections, over 4", Rc 28-30 can be obtained.

 Forging - Forge this alloy in the range of 1825-2300 F.

 Hot Working - 1018 can easily be hot worked.
 Cold Working - Cold working 1018 will have a significant effect on hardness and
mechanical properties. Intermediate annealing is required to overcome its tendency to
work harden.

 Annealing - A full anneal can be achieved by soaking at 1650 F followed by furnace

cooling. Process annealing can be done at 1200 F.

 Hardening - See heat treatment and cold working notes.

 Physical Data :
Density (lb / cu. in.) 0.283
Specific Gravity 7.82
Specific Heat (Btu/lb/Deg F - [32-212 Deg F]) 0.116
Mean Coefficient of Thermal Expansion 6.7

 Mechanical Data :
 Form Round Bar Condition
Annealed Temper 68 deg
Tensile Strength 60 MPa
Yield Strength 44 MPa
Elongation 35 mm
 Reduction of Area 67 mm
Brinnell 127
 Form Round Bar Condition
Hot Rolled Temper 68 deg
Tensile Strength 68 MPa
Yield Strength 50 Mpa
Elongation 36 mm
Reduction of Area 65 mm
Brinnell-143
 Form Round Bar Condition
Normalized Temper 68 deg
Tensile Strength 66 MPa
Yield Strength 50 MPa
Elongation 36 mm
Reduction of Area-68
Brinnell-135

Calculation about the Roll cage through ANSYS (FIA,RIA SIA,FOS,TABLE )

Safety and Vehicle Ergonomics

The comfort of the driver in the driver seat of the go kart is explained by the ergonomics of the go kart.
• Steering wheel height and length from horizontal was taken by making the driver sit in a full scale drawing
of the chassis on the floor.
• Dummy axle is given not only to provide support for steering column, but also to give pedals for driver’s
comfort.
• Tie rods are given below the horizontal level and also above the chassis. Tie rods above chassis ensure
driver’s safety and tie rods below the horizontal level
ensures optimal leg space for the driver.
• All components are minimum 3 inches away from driver during static and dynamic conditions.
 Hear we are use 3 disc brake(2 in fromt,1 in rear) for good to reduce skidding action better time to stop
vehicle, and better driver safety.
  Body architecture
SEAT- The seat in this kart is also designed to be very light it is very simple made of plastic material and is
attached to the chassis by four points only and can be adjusted in angle of back rest according to the
requirement of the drivers comfort the back side angle of the seat is at 17 degrees which is the good
position of the drivers body rest according to the ergonomics point of view and is kept almost parallel to
the fire wall .the seat implemented in our go kart provides a good combination of weight reduction and
ergonomics.

Body Dynamics- Analogy

Tractive force calculation for a Vehicle -
 TF or TE is the force applied between the tire and road surface to move a kart for that matter.
 The maximum permissible traction force that can be applied to the wheels is governed by two things
i. the weight of the Vehicle
ii. the adhesion coefficient between the tire and the road surface
 More the weight and adhesion coefficient more amount of TF can be applied to the wheel without causing
slip between the tires and wheels.
TE = (Et* ɳ*Ng*Na)/R ......................(1)
TE = TF in N
ET = engine torque in Nm
ɳ = overall coefficient of powertrain
Ng = Transmission ratio
Na = Driving axle
R = Tire rolling radius
Temax = Φ*Wr
Φ = Adhesion coefficient between tire and road surface
Wr = Vehicle wt component on the driving wheel
ET = 10.12 N
ɳ = 0.8
 Ng= 5.5
Na =3.5
Φ =0.33
For calculation of ‘R’
RC = 2π*SLR
where RC – Rolling circumferrence
SLR – Static load radius
therefore SLR = R
where R = Tire rolling Radius
SLR = 0.36 R [as the tire is fitted with the vehicle it makes a flat contact with ground and then it’s outer radius is reduced]
therefore RC = 2*0.36*R
 Width of tire (rear) - 180.34mm
 Depth of tire is 65% of 180.34 = 114.22
 Rim outer Radius = 0.5*180
where R = depth of tire + Rim outer Radius
R = 117.22+90 = 207.22mm
RC = 2π*0.36*207.22
RC = 1243.92mm
Put all the above data in eqn (1)
TE=752.08N

FRAME FEA SAFETY ANALYSIS

 A side 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 ANSYS software. 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.
 front deformation stress

Considerations:
Mass = 135kg.
Velocity = 32.70kmph = 9.11m/s.
Material used: Medium Carbon steel
Impact force = 8KN ,is found using formula.
𝑚 ∗𝑣2/2= 𝐹 ∗ 𝑑
Distance between driver and front wheel=20 inches = 508mm
Acceleration=1.678 m/𝑠2 and is found using
W =force*velocity.
But force=mass*acceleration. Thus acceleration is found to be 1.678m/𝑠2.
For mild steel welded material,
Yield strength = 465 MPa
Ultimate tensile strength = 700-850 MPa
Thus Factor of safety Ultimate Stress/Design Stress -2.5

Powertrain
Transmission Type – Automatic Transmission
Gear Ratio – Driven Gear/Drive Gear
= 45/12

Gear Ratio = 3.75:1

S no Chain size(pound Chain Roller Dia. Roller Pin Dia. Average
per foot) Pitch Width Tensile
1 #35 3/8” 3/16” 3/16” 1/8” 2100.22
2 #41 ½” 5/16” 1/4” 1/8” 2000.27
3 #420 ½” 5/16” ¼” 5/32” 3700.38
4 #40 ½” 5/16” 5/16” 5/32” 3700.41

Centrifugal Clutch Type

 12th tooth,3/4” bore
 Clutch comes with 3/16” key & sets screw
 Design formation of conventional centrifugal clutch
i. Transmitted Torque (T) = 9.12 Nm @ 3600rpm
ii. Power (P)
T = P*60/2N
= 9.12 Nm @ 00rpm
= 1094.4 watt
Mass of the shoe
Pc = 2Mr
where M – mass of the shoe
r – distance of centre of the shoe from centre of spider
Pc - centrifugal force acting each shoe in N
Ps – force exerted by each shoe in N
ω = 2πN/60
= 366.51 rad/sec
ω1 = 3/4ω
=274.88 rad/sec
Assuming the centre of shoe lies at a distance of 5mm less than R.
r = 37.5mm
= 0.0375mm
Pc = mω2r
= 5037.359m N
T = μ(Pc – Ps)R
9.12 = 0.28(5037.359 – 2833.463)*m*0.0425*3
9.12 = 78.679m

M = 0.115 kg

a. Width of shoe = 24.09 mm

b. Design formulation on compliant centrifugal clutch
 Diameter of clutch
 Diameter of Drum
 No. Of arm in clutch
 Angle of hole from centre of shaft θ = 37˚ (if n = 3)
 Width of slot in a clutch
 Centrifugal clutch force on clutch
F = m*ω2*Rdrum
= 656.535 N

#Driven Sprocket
 Sprocket Style – fabricated steel sprocket
 Use – Use of arms is impractical and on large size when the chain put exceed the strength of
the arms body Sprocket.
# Advantage – Transmit high Torque and easy to manufacture.

* Material Selection
 Machine to carry out Chemical composition
 Atomic Absorption spectrometer
Composition – C – 0.40%, Mn – 0.75, P – 0.03%, S – 0.05% (Max)
* Sprocket Material
 AISI 1045
 Medium Carbon steel
 Tensile Strength -: 570-700Mpa
 Brinell hardness range -: 170&211(7HRC &17HRC)
* Physical Properties
i. Good Weldability
ii. Good Machinability
iii. High strength and impact properties in normalised or hot rolled condition
* Mechanical Properties Value of Material
i. Density - 8*1000kg/m3
ii. Poission Ratio - 0.28
iii. Elastic Material - 210GPa
iv. Tensile Strength - 580MPa
v. Yield Strength - 500MPa
vi. Hardness - 170HB
Δ= Pitch *pitch Chain Measure/Chain recently Measured
eg. Pitch = 20 mm
Pcm = 3mm
cnm = 60
Δ = 20*3/60
= 1% of elongation of chain
Maximum pitch = (900/rpm)2/3
= (900/3600)2/3
= 0.4 (for small Sprocket because working load is maximum)
 Wrap Angle atleast 120˚ For gear ratio 3.75:1
 Plate thickness – 0.125” - 0.160”
 Plate Radius - 1”

Braking System
 Brake Chosen For Gokart – Recommended as per NKRC
 Types of disc brake – Pedal Disc ( two front and one rear)
  Main reason of choosing Pedal Disc Brake -
i. Optimum disc diameter and it satisfies our need
ii. proper heat dissipation i.e. better than the conventional round disc
iii. Disc to 20% reduction in material, due to holes the disc becomes lighter
 Disadvantages using pedal disc brake
A chain saw effect is produced on the brake pad, so eventually the brake pads will be worn off .
However, this only occurs only after considerable usages and need not to be worried brake wear.
 Outer diameter – 150mm
 inner dimeter – 70mm
 Pitch center diameter – 85 cm
 4 bolt mounting hole diameter – 8 mm
 Thickness – 4.5mm
 Weight – 350 gm
Fn –Normal force on each tire caused by the weight of the go kart and driver.
C – weight distribution ( Rear - 40% ; Front – 60%)
M – Total mass ( Driver + Body)
µ – coefficient of Friction
Fn = m*g*c
i. Fn(rear) = 135*9.81*0.40
= 529.74
ii. Fn(front) = 135*9.81*0.60
=794.61
iii. Frear = µ*Fn(rear)

=0.7*529.74
= 556.227
iv. Ffront = 2*µ*Fn(front)
=741.63
where Frear – Friction Force in Rear
Ffront – friction force at front
v. coefficient of Friction = 0.7
vi. Master cylinder piston diameter = 7/8”
vii. Caliper Piaton Diameter = 1.75”
viii. Pedal Effort = 68.67N
ix. Brake Force on Master Cylinder F = m*g
= 45.35*9.81
= 444.88
x. Pressure inside Master Cylinder F= P/A
P= F*A
=444.88* (π/4)*(7/8*25.4*10-3)
 = 0.17MPa.
 Mass of Gokart – 135 kg
 Maximum speed of gokart
Drive wheel diameter in inches. -7.1
Rated engine rpm – 3600
Teeth or axle – 45
Clutch – 12
 Maximum speed = 32.44 Kmph ( esj network.com )
= 9.01 m/s
 Desired Braking Time – 2.5 sec
 Deceleration = maximum speed / braking time
= -3.604m/sec2
 Braking force = Mass * deceleration
= 135*3.6
= 486.54
 Braking Torque (Tb) = Brake force*time ratio/tire to brake speed ratio
= 55Nm
 Master cylinder Area = 1.227*10-4 m2
 Calliper Base area = 4.918*10-4 m2
 Actual con stand force = Cfa
= braking force * 2*calliper base area /master cylinder area
= 3556.369 N
 Braking pressure = Cfa/ calliper base area
= 7244.336 KN/m2
 Average deceleration of entire stop =Max sped/(max speed/ decelaration+ 0.3g)
= 1.65 m/sec2
 Stopping distance= (Max Speed )2/ 2g* average deceleration
= 2.50 m
40Kmph 50Kmph 60Kmph 70Kmph 80Kmph

11.11m/s 13.88m/s 16.66m/s 18.44m/s 22.22m/s

2.04 2.54 3.06 3.51 4.08

3.08 3.86 4.62 5.39 6.16

 Calliper Force = 132.45 N

 Friction force (Disc and ) = µ = 0.7
 Tandom master cylinder diameter = 7/8”
 Calliper piston diameter = 1.75”
 Pedal effort = Brake Force On Tandom master Cylinder = 0.785 or 127.81psi
 Steering System
 Type – Mechanical Linkage unequal tie-rod.
 Why Mechanical Linkage?
 A string can only transmit forces in tension and never in compression, this would limit the
geometries you can select. For example when you depress a key the string must be routed
or spooled such that it would 'pull' a valve open, while a link can push or pull it open.
 Strings are usually more expensive than links of comparable structural strength.
 Parts used
i. Steering column
ii. Steering wheel

iii. Spacer
iv. Steering column support
 Wheelbase = 45.76“
 Wheel Track = 41.5”
 Inner turning radius = 36.5º
Fundamental Equation Of steering
cotΦ – cotθ=c/b
where c = wheel track
b= wheel base
Therefore Φ= 5.822 (outer turning radius)
Calculation for
 Ackerman Angle ( α)
tan α = (sin Φ – sin θ)/(cosΦ + cosθ – 2)
α = 28.3˚
 Minimum inner turning radius (Rmin)
= b/tanθ
= 157.05cm = 1.57m
 Maximum Turning Radius (Rmax)
Rmax= ( Rmin + w)2 + b2
=2.84m
 Caster angle = 12˚
 Camber angle = 0˚
 Kingpin inclination = 7˚
 Tyre sensitivity-the tyre stiffness is approx.. 55000N/rad and 60000N/rad for the front and
rear tyres.
 Tie rod length = 800 mm (approx.)

ELECTRICAL DESIGN
 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.

 DESIGN-The car’s 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.

 Self start- -In self start system, driver starts his engine without any effort with the help of
D.C motor. The self start is directly connected to the battery with the relay and switch.
Battery is 12v, 5 amp, which fulfil our need. Self starter D.C. motor has a alternator and a
rectifier which charge our battery. Circuit for self start is an input port and an output port,
with the two ports side by side. The interior of the canister is filled with activated charcoal
in granules or carbon pellets. The input of the canister connects to the gas tank’s vent port,
while the output connects to the carburettor intake manifold. Accordingly the requirement
it has been designed for our vehicle. Here is the image Kill switch is provided in our vehicle
as a safety to our driver in a case of emergency. If driver wants to kill the engine or 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
engine’s 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.
This electrical system provides a reliable and sufficient way to manage all the electronic
components on the Go Kart vehicle. EVAPORATIVEEMISSION CONTROL CHARCOAL
CANISTER- We are using charcoal canister in our vehicle to increase the fuel economy.

CONCLUSION-
The Transforming Street Dreamers team used various software’s to 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. The result is a lighter, faster, and more agile vehicle that improves go kart design.

REFERENCES-
1). F.O.V.D by Thomas D Gillespie
2). Automotive mechanics- Crouse Angelin
3). Theory of machine-by, R.S. Khurmi.
4). Chassis design- by, Herb Adams
5).Automobile engineering by kripal singh