DESIGN REPORT

ELECTRIC GO-KART DESIGN CHALLENGE 2018-19

Team Name: AGNIE RACING

TEAM ID: 20180541
COLLEGE NAME: The National Institute of Engineering
City: Mysuru
State: Karnataka
 Design Report

Abstract—This report presents the design of an electric go III. PRELIMINARY DESIGN

kart that is powered by BLDC motor and lithium ion battery.
This design uses 100% electric source to run the go-kart with an
aim not to comprise performance compared to it’s combustion
variant counterpart.

I. OBJECTIVE
• Uncompromised performance
• Driver Safety
• Weight reduction
• Economical costing
• Aesthetically pleasing
Fig 1.1
II. SPECIFICATIONS OF THE GO-KART
Dimensions:
Weight 110Kg
Overall length 1.53 m
Rear width 0.665m
Front width 0.72m
Table 1.1

Performance specs:
Power 3kW cont.
Top speed 61 kmph
Range 50 Km
Acceleration 0-60 in 10 s Fig 1.2
Torque 28 Nm*
Turning Radius 1.95 m IV. DRIVER COMPATIBILITY
Table 1.2

General specs:
Capacity 1 seater
Charging time 3-4 hours
Battery Life 5 Years
Weight Capacity 60-70 Kg **
Table 1.3

**For best performance

*Peak torquie = 28 Nm

Continuous torque = 9.6 Nm

Fig 1.3
 Fig 1.6

Fig 1.4

The kart is designed to accommodate driver whose

stature belonging to 30th percentile male meeting the
following angle requirements: Fig 1.7

Angle Requirements Design process: The body design was made keeping
aesthetics and driver safety as the two major
Angle name Angle (in degree)
Torso Angle 80 prioritites. The name of the team “AGNIE” , meaning
Knee angle 150 fire was used as the concept to design the body panels.
Back angle 107
Elbow angle 115
Table 1.4 REFERENCES

V. FINAL DESIGN
[1] 6th GKDC Rulebook

Fig 1.5
 CHASSIS

Abstract—This document gives the details and results of the VIII.FRAME DESIGN
design and analysis of the Go-kart frame.

Keywords—Maximum principal stress, Strain energy,

Deformation.

VI. FRAME
The type of frame used in our go-kart is called Ladder
frame. The ladder is designed for body-on-frame
construction. The ladder frame is one of the best that
uses the two large longitudinal beams, which is name
as long members. They are connected with the
numbers steps like connections, which known as cross
members.
Fig 2.1
VII. FRAME MATERIAL
The material used for the construction of the frame is Overall length 1.53 metres
AISI 1018 pipes of OD-25.4mm and wall thickness Rear width 665 mm
1.6mm.
Front width 720 mm
The properties of the material are as follows: [1]
Total material required 10 metres
Carbon content 0.14-0.2%
Weight of the frame 15 kg
Iron Content 98.81-99.26% Type of weld Electric arc welding
Manganese content 0.6-0.9% Table 2.2

Ultimate tensile 440MPa

strength

Yield Strength 370MPa

Shear Modulus 80 GPa

Elongation at break 15%

Table 2.1

We have chosen AISI 1018 [1] because it has sufficient

strength in tension, shear and impact. It is also easily
available and can be instantly welded.

Fig 2.2
 Fig 2.5
Fig 2.3
Front Impact
Design Process Maximum Velocity 16.67 m/s
The frame was designed on solidworks. The finite
element analysis was carried out on Ansys software. Maximum stress 205.88 MPa

IX. IMPACT ANALYSIS Maximum strain 0.0035235

Maximum deformation 2.9045 mm

Table 2.3

Impact force, Fi = m x (v ÷ Δt)

= 170 x (16.67 ÷ 0.7)

= 4048.42 N

Fig 2.3 Therefore, Total G forces = Fi ÷Fg

The concept used here is during collision, “the strain
energy gained by the one body is equal to the loss in
kinetic energy of the other body.”
1 G Force acting on the body Fg = m x g
= 170 x 9.81
=1667.7N
= 4048.42 / 1667.7
=2.43
Therefore, the frame is designed to resist an impact of
2.43 G’s during collision with the front portion.
FOS = yield strength / Max. Working stress
=370MPa/ 205.88MPa

=1.8

Side Impact

Maximum Velocity 16.67m/s

Maximum Stress 237.12 MPa

Maximum strain 0.0035235

Maximum deformation 2.9045 mm

Fig 2.4
Table 2.4

Impact force , Fi = m X ( v ÷ Δt)

= 170 X (16.67 ÷ 0.97)

=2921.5N

Therefore , Total G forces = Fi ÷ Fg

=(2800 / 1716.75)

=1.68

Therefore , the frame is designed to resist 1.68 G’s

during collision with side portion.

FOS = Yield Strength / Max working stress

=370MPa / 205.88MPa

=1.8

Rear Impact Fig 2.6 Shows the fabricated frame of the Go-kart
ACKNOWLEDGMENT
Maximum Velocity 16.67 m/s
The frame material was supplied by GRS Forging Pvt.
Maximum Stress 205.88 MPa Limited.
Maximum Strain 0.0035235 REFERENCES
[1] K. Mahadevan and K.Balaveera Reddy, “Design Data Handbook,” CBS
Maximum deformation 3.26 mm Publishers and distributors Pvt Ltd..

Table 2.5 [2] Adam Herbs, “Chassis Engineering” , HPBooks Pvt Ltd.

Impact force Fi = m x (v ÷ Δt)

=170 x (16.67 / 0.7)

=4048.42N

Therefore, total G Forces = Fi ÷ Fg

=4048.42 / 1667.7

=2.43

Therefore, the frame is designed to resist an impact of

2.43 G’s during collision on rear end.

FOS = Yield Strength / Max working stress

=370MPa / 205.88MPa

=1.8
X. CONCLUSION
As seen in the finite element analysis report, the
stresses are well within the safe range. Also, keeping
in mind not to over design the frame, we have taken
an optimum factor of safety of 1.8 to withstand 2.43
G-forces.
 Brakes

Abstract— The braking system is used to slow a XII. CALCULATIONS

moving a vehicle or bring it to a stop this is achieved
by converting the kinetic energy of the vehicle into
heat which is a result of the friction between the STATIC Conditions :-
brake pads and the brake disc this generated heat is Static front wt. = 0.4 * 170 * 9.81 = 667.08 N
then dissipated into the atmosphere
Static rear wt. = 0.6 * 170 * 9.81 = 1000.62 N
XI. PARAMETERS

Parameters Values DYNAMIC Conditions :-

Assume,
Mass of the vehicle 170 Kg
Deceleration (av) = 1g = 9.81 m/s2
Wheel base 1130 mm
v2 – u2 = 2as
Height of C.G from the ground 300 mm
16.662 =2 *9.81 * s
Mass distribution (front : rear ) 40 : 60
S = 14.14 m (stopping distance)
Coefficient of the friction 0.8
between tyre and the road Weight transfer = (a v * h cg * W) / (g * WB)
(µ tyre)
Coefficient of friction between 0.35 = (9.81 * 300 *1667.7) / (9.81 * 1130)
brake pad and disc (µ bp )
Disc rotor diameter 170 mm Wt = 442.75 N

Front axle dynamic load (W f-dynamic) = W f + W t =

Effective disc radius 69 mm
1109.83 N
Master cylinder diameter 14 mm Rear axle dynamic load (W r-dynamic) = W r - W t =
557.87 N
Calliper piston diameter 32mm
F tyre = W r-dynamic * µtyre = 446.29 N
Pedal ratio 1:4
Required torque (T) = F tyre * R tyre = 61.58 N-m
Force applied by the driver 25 Kg

Disc rotor material EN24 steel

Generated clamping force and torque :-
Brake fluid DOT 4 Force applied by the driver = 25 * 9.81 = 245.25 N

Table 3.1 Force in the master cylinder = 245.25 * 4(pedal ratio)

 = 981 N Phosphorus 0.035 Max

Pressure in the master cylinder = F/A mc Chromium 1.00-1.40%

= 6.372 Mpa Molybdenum 0.20-0.35%

P mc = P calliper Nickel 1.30-1.70%

Force generated at the calliper = P calliper * A calliper Table 3.2

Where, (EN24) Specification
Chemical composition
A calliper = 804.240mm2
Carbon 0.36-0.44%
F calliper = 5124.667 N
Silicon 0.10-0.35%
• Clamping force = F calliper * n
Manganese 0.45-0.70%
Where, n = number of pistons = 2
Sulphur 0.040 Max
Clamping force = F clamping = 10249.334 N
Phosphorus 0.035 Max
Force of friction = F clamping * µ bp
Chromium 1.00-1.40%
= 3587.266 N
Molybdenum 0.20-0.35%

Nickel 1.30-1.70%
Generated torque (T) = force of friction * effective
disc radius Table 3.3
TR = 247.52 N-m (EN24) - mechanical properties
TR = T W = TT 850-1000
Max Stress
n/mm2
F tyre = TR / R tyre
680 (up to 150mm
= 1793.62 N Yield Stress
n/mm2 Min LRS)

650 (over 150 to

Yield Stress
n/mm2 Min 250mm LRS)

XIII.BRAKES DISC 0.2% Proof 665 (up to 150mm

Stress n/mm2 Min LRS)
Disc material: EN24 steel is a high tensile alloy steel
renowned for its wear resistance properties and also 0.2% Proof 635 (over 150 to
where high strength properties are required. EN24 is Stress n/mm2 Min 250mm LRS)
used in components subject to high stress and with a
(9% if cold
large cross section. Elongation 13% Min
drawn)
(EN24) Specification 50 Joules (up to 150mm
Chemical composition Impact KCV
Min LRS

Carbon 0.36-0.44% 35 Joules (over 150 to

Impact KCV
Min 250mm LRS)
Silicon 0.10-0.35%
248-302 (850-1000
Manganese 0.45-0.70% Hardness
Brinell n/mm2)

Sulphur 0.040 Max Table 3.4

Fig 3.1: disc rotor model in catia v5 pro

Fig 3.4: Brake pedal deformation

• Analysis of the brake disc and brake pedal has
been performed using Ansys work-bench.
• The force applied on the disc rotor are the
force exerted by the calliper piston.
• The above figures shows the total deformation
and maximum stress of the brake pedal and
Fig 3.2: Total deformation the brake disc.
XIV. CONCLUSION
As seen in the finite element analysis report, the
deformation and stresses is within the safe range
for both disc and pedal.

REFERENCES
For papers published in translation journals, please give
the English citation first, followed by the original foreign-
language citation [6].
[2] Brake design and safety 3rd edition by Rudolf limpert
[3] 6th GKDC rulebook
Fig 3.3 : Maximum principal stress
[4] IJRET journals and research papers
 Steering System

Abstract—This report covers the designing of the steering sin  = A / (length of Ackerman arm)
system of the go-kart.
A = sin(22.36) × 74.12
XV. DESIGN OBJECTIVE
• The design of the steering system is aimed at providing A = 28.2mm
sufficient precision for the driver to sense the front tyre
contact patches and must allow the driver to easily • Total Tie rod length( 2Nos.) = H − 2×A −(width of
manoeuvre the vehicle. pitman arm)
• The steering system must respond quickly to the steering = 706.4 − (2×28.2) − 30
wheel inputs provided by the driver. = 310mm
• The steering system is aimed at minimizing • Length of each Tie rod = 275.6mm
modifications to the existing method of steering the
vehicle, enabling traditional, manual operation of the
vehicle, and designing a simple, robust and reliable XVIII. CALCULATION OF TURNING RADIUS
system.
cot ∅ − cot 𝜃 = 𝑊/𝐿

𝞱−» Angle of front inside wheel

𝞥−»Angle of front outside wheel

cot 22 −cot 𝜃= (930/1130)

𝜃 = 31.21°

Turning radius, R = √𝑏 2 + 𝑙² cot² 𝛹

•

. Fig 4.1: Schematic representation of Ackerman steering [1] But, cot 𝛹 = (cot 𝜃 + cot 𝛷)/2

XVI. CALCULATION OF ACKERMAN ANGLE cot 𝛹 = (cot 22° + cot 31.21°)/2

 = tan −1 [𝑤𝑖𝑑𝑡ℎ
𝑜𝑓 𝑡𝑟𝑎𝑐𝑘/ (2 × 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡𝑟𝑎𝑐𝑘)] cot 𝛹 = 2.0628
 is the Ackerman Angle, and it is calculated using the Hence the turning radius, R =
above equation. √0. 3852 + 0.93² × 2.0628²
 = tan−1 [930/(2 × 1130)] R = 1.95m
 = 22.36° XIX. RESULTS
Wheel base 0.93 m
Hence the Ackerman angle is  = 22.36°
XVII. CALCULATION OF TIE ROD LENGTH Turning radius 1.95 m
H is the distance between the two kingpins.
Track width 1.113 m
H = 706.4mm
Length of Ackerman arm 0.126 m
• Length of Ackerman arm is assumed to be 74.12mm
 Length of one Tie rod 0.275 m

Table 4.1 Design and analysis of Stub Axle [2]

Fig4.3 shows forces and supports

The following figures represent the total deformation,

Maximum principal stress and Maximum shear stress at the
Fig 4.2 region of force application
.

Force applied on the stub 520 N

axle

Maximum Principal 50.25 MPa

Stress

Maximum Shear stress 27.42 MPa

Fig 4.4-Maximum principal stress

Total Deformation 0.185mm

Table 4.2

• The forces applied on the stub axle arm are the forces
exerted on the steering wheel by the driver. Fig 4.4-Total deformation
• Since the steering ratio is 1:1, the force applied on the
arm is found to be 520N.

. Fig 4.5.- Maximum shear stress

 XX. CONCLUSION
As seen in the finite element analysis report, the
stresses are well within the safe range for the stub
axle. It also seen that the optimum Ackerman angle
has been taken by choosing required track width and
wheel base.

REFERENCES

[5] Rattan, S.S., 2014. Theory of machines. Tata McGraw-Hill Education.

[6] Triarsi, O. and Fiocco, I., Challenge Karts USA Inc, 2001. Racing go-
cart vehicle. U.S. Patent 6,170,596.
 Power Tain

Abstract—This document shows the calculations regarding

power requirements of the kart and the selection of the drive and
transmission systems. Continuous motor torque = 9.6N-M
Keywords— transmission, go-kart, final drive sprocket, gear

XXI. TRANSMISSION SYSTEM Maximum motor rpm N max =3600rpm

The main function of a transmission system is to ensure

uninterrupted movement of the wheels with help of
motor.
Sprocket teeth on motor shaft t = 12
1

• To achieve maximum torque at the starting Acceleration due to gravity g = 10m/s2

and continues.
• With a possible extent, to reduce the major Desired Acceleration a = 1.67m/s2
and minor power losses.
• Selecting of components carefully to avoid the
power losses and to overcome the above view. Vehicle weight distribution: Rear: 60% and Front: 40%

• To achieve high torque at low rpm.

• To achieve high efficiency.
Force acting on rear axle and selection of gear
XXII. POWER CALCULATIONS [1][2]
ratio
Radius of drive wheel r = 0.1397m MG = 170*10

Efficiency of Chain drive c = 98% = 1700N

MG rear = 1700*0.6
= 1020N
Gross Vehicle Weight GVW =170kg
MG each wheel = 1020/2 M each wheel = 51kg
= 510N
Co-efficient of Rolling Resistance C rr = 0.015
Co-efficient of friction for slicks  = 0.9 F = (GVW  g C rr ) + GVW  g sin + ( m  a)

Bench mark speed V= 60kmph F = (510 0.015) + 510 sin(1) + ( 51  1.67)

Motor power = 3kw

 Total normal reaction acing on rear drive wheels
F = (7.6) + 8.9 + 85.17

R = 0.6 GVW  g = 0.6 170  =1020N

F = 101.72N

Therefore, Maximum Tractive Torque

FRear = 101.72*2
= 203.441N tt max =   R  r = 0.9 1052.6  0.1397

Trr = Fr* r =132.34N

=203.441*0.1397 Maximum Wheel Torque
= 28.42N-M

TM= 9.6N-M
t max =T r r
u axle = 7.45  2.7 3 = 60.34N − m

G.E = Trr/TM
= 28.42/9.6
tt max  t max

• Therefore,
= 2.95  3
No-Slipping Condition is
satisfied

Sprocket teeth on live axle t 2 = t1  GM = 13 3 = 39 teeth

XXIII. MOTOR SELECTION

Sprocket standard used ansi35# TYPE BLDC
Model No. 125/6D
Power 3000 W
Therefore, Pitch, p = 3/8  25.4 mm = 9.525mm Continuous Torque 9.5 Nm
Peak Torque 28 Nm
DC Voltage 48

Pitch Diameter of sprocket on live Total length 225mm

axle ,d = p  sin(180/t2) Flange

=
Size 140x140
Mounting diameter 50 mm
Shaft length 12
=9.525 / sin (180/39) Weight 12.5 Kg
=118.37 mm Table 5.1

Max. Tractive Torque and No-Slip Condition

Vehicle weight distribution: Rear: 60% and Front: 40%
 Taking 1 hour as endurance (for safety)

Ah Rating = 1 x 62.5

=62.5 Ah

Therefore, required battery specs:

48V, 62.5 Ah.

But, only 0.8 C must be used for safety reasons.

Hence, we have selected 48 V 75Ah battery to give
endurance of one hour.

Lithium ion cell specs : [3]

Nominal voltage 3.6V
Standard capacity 2250 mAh
Standard weight 45 g
Table 5.3

Energy,

EO= P × T

EO= 3000 × 1

Fig 5.1 EO= 3 kWh

Considering loss 10%,

Controller Details
Energy supplied by battery E= EO/ŋ
Rated Current 62.5A
Peak current 112.5 E =2.25/0.9
Table 5.2
E= 3.3kWh
XXIV. BATTERY CALCULATION
Total force acting on rear wheels = 203.441 N Motor voltage = 48V

We know that, Power = Force x Velocity Battery = Lithium Ion Battery (3.6V, 2.6Ah)

Therefore, Max velocity = Max power / Tractive Effort Weight of single cell = 46gm

= 3500 / 203.441

= 17.2 m/s Number of cells in series = 48/3.6

=61.93 Kmph = 13 cells

We know that Time = Distance / Velocity Current (I) = E/V

= 50 / 61.93 = 3300/48

=48.411 minutes = 69.5 A

Endurance of battery = Ah rating / Continuous current Number of cells in parallel = 62.5/2.6

rating
= 24 cells
Therefore, total cells = 13 x 24 XXV. BATTERY SELECTION

=312 cells
Trade Name and Mark of Exicom Tele-Systems
Therefore, required battery specs: the Battery Limited
Kind of Electro – Chemical LiFePO4 (LFP)
13 cells connected in series, 24 cells connected in
Couple
parallel, Nominal Voltage (V) 48 V
Battery Maximum Thirty 3kW @ 0.8C discharge
312 cells in total. Minutes Power (Constant
Power Discharge) (kW)
Since we have opted to use 75 Ah for safety, Battery Performance in 2 h 3.84kWh
Discharge (Constant Power
Total number of cells in parallel = 75 / 2.25
or Constant Current)
=34 cells Battery Energy (kWh) 3.84kWh
Battery Capacity, Ah in 2 h 75Ah @ 0.5C discharge
Therefore, total number of cells = 13 x 34 = 442 cells. End of Discharge Voltage 44.8 V
Value (V)
Total weight of the cells = 0.046 x 442 Table 5.4

=20.332 Kg References
[1] ELECTRIC MOTORS AND DRIVES: FUNDAMENTALS,
Total current required to drive the vehicle at 50 kmph TYPES AND APPLICATIONS AUSTIN HUGHES AND BILL
(including loss 10%) DRURY
[2] Race car vehicle dynamics, William F Milliken
I = P/ŋ × V
[3] Panasonic 2250mAh CGR18650CG data sheet
I= 3000/0.9× 48

IT = 69.4

Current flowing through each cell in Parallel,

Iind= IT/ number of parallel cells

Iind = 69.4/34

Iind = 2.04

Internal resistance= 35mΩ

Heat dissipated by single cell= Iindividual2 R

= 2.042 × 35 × 10-3

= 0.145 W

Heat dissipated for 442 cells,

= 442 x 0.145

=64.09

Percentage heat loss = (64.09/ 3000) ×100

=2.13%
 Conclusion
XXVI. DRIVER SEATING The motor is placed at a distance of nearly 2.5 inches
from the driver to ensure that he always maintains
safe distance from it. Further, a layer of firewall which
surrounds the battery and motor will protect the
driver from any harm due to the any fault of power
system of the Kart.
A. Fire Safety

Fig 6.1

Fig 6.4

A fire extinguisher has been provided at the left hand

side of the driver which will be handy in case of a fire
hazard. Further, two easily accessible kill switches
have been provided in order to switch off the power
Fig 6.2 supply in emergency cases.

The driver’s seating position meets all the safety

requirements. The dimensions of the kart is
XXVIII. OVERALL SAFETY
customized to his in order to get the best performance
out of his driving skills. Measures have been taken to ensure safety of the
kart by using high quality and tested materials. As seen
in all the reports, considerable factor of safety has
XXVII. DRIVER SAFETY been taken in order to prevent mechanical failures.
Before fabrication all the parts of the kart have
been analysed for failure in various modes and have
been optimized to get the best result.

Fig 6.3