A

Major Project Report on

DESIGN, ANALYSIS AND MANUFACTURING OF GO KART CHASSIS FRAME
USING AISI 1018 MILD STEEL
Submitted in the partial fulfillment of academic requirements
For the Award of the Degree of
Bachelor of Technology
In
Mechanical Engineering
By

M.TRINADH 15AG1A0324

Under the esteemed guidance of

Mr. MANIKHYAM SANDEEP
Associate professor
Department of Mechanical Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

ACE
Engineering College
(Sponsored by Yadala Satyanarayana Memorial Educational Society, Hyderabad)

Approved by AICTE & Affiliated to JNTUH

NBA Accredited B.Tech courses: EEE, ECE, CSE & MECH
Ankushapur (V), Ghatkesar (M), Medchal (D), TELANGANA-501301
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 ACE
ENGINEERING COLLEGE
(Sponsored by Yadala Satyanarayana Memorial Educational Society,Hyderabad)
Approved by AICTE & Affiliated to JNTUH
B.Tech courses offered: CIVIL, EEE, MECH, ECE & CSE
NBA Accredited Courses: MECH, EEE, ECE & CSE
Accorded NACC A-Grade

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that an Major Project report entitled as “DESIGN, ANALYSIS AND
MANUFACTURING OF GO KART CHASSIS FRAME USING AISI 1018 MILD
STEEL” is being submitted by M.TRINADH (15AG1A0324), in partial fulfilment of the
requirements for the award of the degree of Bachelor of Technology in Mechanical Engineering,
as a record of bonafide work done by me under our supervision and guidance.

Mr. MANIKHYAM SANDEEP Dr. V.P. RAJU

Associate Professor Professor & HOD Mechanical
(Guide)

EXTERNAL EXAMINAR

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 ACKNOWLEDGEMENTs

With deep sense of gratitude, we acknowledge the guidance, help & active cooperation rendered
by the following people whose guidance has sustained the effort which led to the successful completion
of the project.
Our project guide Mr. MANIKHYAM SANDEEP, Associate Professor, Department of
Mechanical Engineering has provided an excellent guidance in selecting the project and he has also
enabled us to complete the project with necessary technical support.
Our Head of the Department Dr. V.P Raju, Professor, Department of Mechanical Engineering
has given the guidance for completing the project with the necessary technical support.
Encouragement and support has been given by Dr. B.L. Raju, Principal, ACE ENGINEERING
COLLEGE in completing the project.
We would also like to express our sincere thanks to the Management of ACE ENGINEERING
COLLEGE for their kind cooperation and timely help during the course of our project.
We would also like to express our sincere thanks to all Staff Members of Department of
Mechanical Engineering, ACE ENGINEERING COLLEGE for their kind cooperation and timely help
during the course of our project.
We also express our gratitude to one and all for instant support and help rendered in completing
the project

M.TRINADH [15AG1A0324]

iii
 ABSTRACT
This project aims to design, perform the static and dynamic analysis and manufacturing of a Go-Kart
chassis consisting of circular cross-section beams according to the specifications prescribed in Pro-
Karting Championship rule book. Design and Modeling are performed using modeling software
CATIA and analysis is done in ANSYS.

A Go-Kart is a small four wheeled vehicles without suspension. It is a light powered vehicle which is
generally used for racing. The go-kart chassis is different from ordinary car chassis. The chassis is
designed such that it requires less material and as well as it is strong enough to withstand the various
impacts on it. Strength and light weight were our basic considerations throughout the design of the
chassis of the kart. Hence, AISI 1018 was selected as an appropriate material for design which is a mild
/low carbon steel with properties such as light weight, high tensile strength, high machinability, better
weldability, etc.

The analysis was to calculate and understand the chassis behavior under impact loadings. The
maximum stress and the total deformation occurred in the chassis was analyzed. The total deformation
and maximum stress was calculated manually by considering severe working conditions and then the
results were compared with the computed results to find the design safeness.

After the complete analysis and the approval of design by inspecting it in all the modes of failure the
design was finalized and was selected to manufacture which will not fail in any extreme criteria of
stresses or load induced.

Hence, the chassis is fabricated by bending, cutting and welding the cylindrical beams according to
Ergonomics and safety into the required dimensions and specifications taken into consideration.

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 LIST OF FIGURES

FIG. NO. DESCRIPTION PAGE NO.

1.1 A Simple Go-Kart 2

2.1 Go-Kart Chassis 5

2.2 Art-Ingels Go-Kart 7

3.1 Ladder Chassis 12

3.2 Backbone Chassis 12

3.3 Monocoque Chassis 13

3.4 Space Frame Chassis 13

3.5 Torsional Rigidity of Car Chassis 14

4.1 Flow Chart of methods to develop Frame 17

4.2 Main Hoop 19

4.3 AISI 1018 Mild steel pipes 20

4.4 Flow Chart depicting methodology 22

4.5 CATIA Front view of chassis 25

4.6 CATIA Side view of chassis 26

4.7 CATIA Top view of chassis 26

4.8 CATIA Isometric view of chassis 27

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5.1 Meshing of chassis 30

5.2 Front impact force 31

5.3 Front Impact total deformation 32

5.4 Front Impact Equivalent stress 32

5.5 Side Impact force 33

5.6 Side Impact Total Deformation 34

5.7 Side Impact Equivalent stress 34

5.8 Rear Impact Force 35

5.9 Rear Impact total deformation 36

5.10 Rear Impact Equivalent Stress 36

5.11 Overall Forces Applied on the Chassis 38

5.12 Overall Total Deformation 38

5.13 Overall Equivalent Stress 39

5.14 SFD and BMD 41

6.1 TIG Welding 47

6.2 Grooving 49

6.3 Pipe Bending Machine 50

6.4 Cutting process 52

6.5 Hand Cutting Machine 52

6.6 Cutting of Chassis Material 52

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6.7 Chassis Frame Bending’s 53

6.8 Hoop of the Go-Kart Bending’s 53

6.9 Bending Machine 53

6.10 Hydraulic Bending Machine with Dies 53

6.11 TIG Welding Process 54

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 LIST OF TABLES

TABLE NO. TABLE DESCRIPTION PAGE NO.

4.1 Chemical composition of AISI 1018 Mild steel 20

4.2 Physical Properties of AISI 1018 MS 20

4.3 Mechanical Properties of AISI 1018 MS 20

4.4 Electrical Properties of AISI 1018 MS 21

5.1 Forces on Chassis 38

5.2 Comparison of computational and numerical analysis 43

6.1 Cost of Manufacturing 54

7.1 Chassis Specifications without Bumpers 56

7.2 Chassis Specifications with Bumpers 57

viii
 CONTENTS

TOPIC PAGE NO.

CERTIFICATE ii

ACKNOWLEDGEMENT iii

ABSTRACT iv

LIST OF FIGURES v

LIST OF TABLES vii

CHAPTER-1 INTRODUCTION 1

1.1 Introduction to Go-kart Vehicle 2

1.2 A brief about Go-kart chassis 2

1.3 A brief about subsystems 3

CHAPTER-2 LITERATURE SURVEY 4

2.1 Introduction 5
2.2 Literature review 6
2.3 History 6
2.4 Design objectives 7

CHAPTER-3 CHASSIS 8
3.1 Introduction 9

3.2 Terminology 9

3.2.1 Strength 9
 3.2.2 Stiffness 10

3.2.3 Vibrational Behaviour 11

3.2.4 Selection of vehicle type and concept 11

3.3 Type of Chassis 11

3.4 Chassis Design Principle 14

CHAPTER-4 DESIGN METHODOLOGY 15

4.1 Introduction 16

4.2 Design Process 16

4.3 Manufacture Considerations 18

4.3.1 Main Hoop 18

4.3.2 Main Hoop Bracing 18

4.4 Material Selection for the Chassis 19

4.4.1 Chemical Composition 20

4.4.2 Physical Properties 20

4.4.3 Mechanical Properties 20

4.4.4 Electrical Properties 21

4.5 Applications of AISI 1018 Mild/Low Carbon Steel 21

4.6 Design Methodology 22

4.7 CATIA Model 23

4.8 Procedure for Modelling 23

4.9 CATIA Views of the Chassis 25

CHAPTER-5 ANALYSIS OF CHASSIS 28

5.1 Introduction to ANSYS 29

 5.2 Analysis of chassis in dynamics 29

5.2.1 FEA Analysis 30

5.2.2 Types of Impact Analysis 30

5.3 Impacts tests 30

5.3.1 Front impact analysis 31

5.3.2 Side impact analysis 33

5.3.3 Rear impact analysis 35

5.3.4 Overall load Analysis 37

5.4 Validation of Results 39

CHAPTER-6 FABRICATION 44

6.1 Different types of machining process 45

6.1.1 Welding 45

6.1.2 Grooving 48

6.1.3 Bending 49

6.1.4 Cutting 50

6.2 Manufacturing process 51

6.2.1 Material used for manufacturing 51

6.2.2 Material Availability 51

6.2.3 Cost of material 51

6.2.4 Reason for selection of the material 51

6.3 Cutting, Bending and Welding process 52

6.3.1 Cutting Process 52

6.3.2 Bending Process 52

 6.3.3 Welding Process 53

6.4 Cost of Manufacturing 54

ÇHAPTER-7 RESULTS 55

7.1 Results 56

7.2 Chassis specification without bumpers 56

7.3 Chassis specification with bumpers 57

CHAPTER-8 CONCLUSION & FUTURE SCOPE 58

8.1 Conclusion 59

8.2 Future Scope 59

CHAPTER-9 REFERENCES 60
 CHAPTER 1
INTRODUCTION

1
 CHAPTER 1
INTRODUCTION
1.1 Introduction to Go-Kart vehicle

The Go-Kart is a vehicle which is compact, simple, light weight and easy to operate. The go-
kart is designed for flat tracks racing so, its ground clearance is very small as compared to
other vehicle hence it skips the suspension. The parts of go-kart are engine, steering, axle,
tyres and bumpers. The engine used for go-kart is either two stroke or four stroke engine. As it
has no suspension the driving is trembling.

Fig.1.1 A Simple Go-Kart

1.2 A brief about go-kart chassis

The automotive chassis is tasked with holding all the components together while driving, and
transferring vertical and lateral loads, caused by accelerations, on the chassis through the
wheels.
We designed a CATIA model of the chassis with dimensions and other systems in
considerations. Then analysis is done in the software ANSYS with all calculations.

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1.3 A Brief about subsystems

The subsystems of our vehicle are divided into five types such as :-

1. Body and its Components

2. Steering system

3. Braking system

4. Transmission system

5. Electrical system

The steering system is of important part of the dynamic design of any automobile to
facilitate a smooth change of directions and make use of the tires ability to generate lateral
forces to the highest extent.
In selection of braking system, Hydraulic Disc brake we have used in our Go-Kart
vehicle to decelerate or decrease the speed of a vehicle.

The transmission can provide torque needed to move the vehicle under a velocity of
road and Load condition. In our vehicle, the power from engine is transmitted to the
sprocket using chain i.e. chain drive.

3
 CHAPTER 2
LITERATURE SURVEY

4
 CHAPTER 2

LITERATURE SURVEY

2.1 Introduction

The chassis of go-kart was designed on the parameters to guide complete safety of rider as
well as to maintain the feasibility of go-kart for all loads applicable.
The Chassis is the most integral part of the vehicle. It is the frame of the chassis on
which the entire body of the vehicle is built. The entire external load of the vehicle
including its self-weight is on the chassis. Thus, this chassis design and its analysis forms
the most important part of the vehicle manufacturing. Chassis must be light in weight to
reduce dead weight on the vehicles. Major challenge in today’s automobile vehicle industry
is to overcome the increasing demands for higher performance, lower weight in order to
satisfy fuel economy requirements, and longer life of components, all this at a reasonable
cost and in a short period of time. The go-kart is specially designed for racing and has very
low ground clearance when compared to other vehicles. The common parts of go-kart are
engine, wheels, steering, tires, axle and chassis. No suspension can be mounted to go-kart
due to its low ground clearance.
Surface Finishing process was designed to generate a particular geometrical surface and to
correct specific irregularities and so must be applied carefully to a given production
sequence. Also, each process is a final operation in the machining sequence for a precision
part and is usually preceded by conventional grinding. This primer begins by explaining
how industry controls and measures the precise degree of smoothness and roughness of a
finished surface.

Fig. 2.1 Go-Kart Chassis

5
2.2 Literature Review

A chassis consists of an internal framework that supports a man-made object in its

construction and use. It is analogous to an animal's skeleton. An example of a chassis is the
underpart of a motor vehicle, consisting of the frame (on which the body is mounted). If the
running gear such as wheels and transmission, and sometimes even the driver's seat, are
included then the assembly is described as a rolling chassis. The chassis takes a load of the
operator, engine, brake system, fuel system and steering mechanism, so chassis should have
adequate strength to protect the operator in the event of an impact. The driver cabin must have
the capacity to resist all the forces exerted upon it. This can be achieved either by using high
strength material or better cross sections against the applied load. But the most feasible way to
balance the dry mass of chassis with the optimum number of longitudinal and lateral members.
The chassis must be constructed of steel tubing with minimum dimensional and strength
requirements dictated by ASME (AMERICAN SOCIETY OF MECHANICAL
ENGINEERS).

2.3 History

Racing Go Karts have evolved over the past 60 years to become one of the most competitive
forms of motor racing in united states. Kart Racing has been a stepping stone for many drivers
working their way up the professional ladder in NASCAR, FORMULA 1 and the INDY
RACING LEAGUE. Drivers like TONY STEWART, DANICA PATRICK, MICHAEL
SCHUMACHER and SARAH FISHER each got his or her start in this less expensive but
adrenaline pumping form of motorsports racing. As a recreational activity, Karting can appeal
to just about anyone. From age 5 to 75, racing Go Karts have become popular all over the
world with people looking for an exciting ay of having fun.

Most karting historians give credit to Californian Art Ingels as the first person to build a
racing go-kart, originally called a go kart. It did not take long for this fad to catch on and go
kart tracks started to pop up all across America. By the late 1950’s an American company
modified a two-stroke chain saw motor and the McCulloch MC-10 became the first motor
manufactured specially for go kart racing.

6
 Fig. 2.2 Art Ingels Go-Kart

2.4 Design Objectives

Design objectives of chassis are :-

1. Provide full protection of the driver, by obtaining required strength and torsional rigidity,
while reducing weight through diligent tubing selection.
2. Design for manufacturability, as well as cost reduction, to ensure both material and
manufacturing costs are competitive with other Go Karts.
3. Improve driver comfort by providing more lateral space in the driver compartment.
4. Maintain ease of serviceability by ensuring that chassis members do not interfere with other
subsystems.
5. Deciding the cost efficiency of such in terms of large scale manufacturing.
6. Calculation of stresses acting on the chassis of the vehicle under different loading conditions.
7. The product can prove to be very efficient in all the aspects such as cost, drivability,
maintenance, easy usage, safety etc.

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CHAPTER 3
CHASSIS

8
 CHAPTER 3

CHASSIS

3.1 Introduction

Basically, chassis is considered as a framework to support the body, engine and other parts
which make up the vehicle. Chassis lends the whole vehicle support and rigidity. Chassis
usually includes a pair of longitudinally extending channels and multiple transverse cross
members that intersect the channels. The transverse members have a reduced cross section in
order to allow for a longitudinally extending storage space. The chassis has to contain the
various components required for the race car as well as being based around a driver’s cockpit.
The safety of the chassis is a major aspect in the design, and should be considered through all
stages. Generally, the basic chassis types consist of backbone, ladder, spaceframe and
monocoque. Different types of chassis design result the different performance.

3.2 Terminology

The propose of car chassis is to maintain the shape of the vehicle and to support the various
loads applied to it. The structure usually accounts for a large proportion of the development
and manufacturing cost in new vehicle programmed and many different structural concepts are
available to the designer. It is essential that the best one is chosen to ensure acceptable
structural performance within other design constraints such as cost, volume and method of
production, product application and many more. Assessments of the performance of a vehicle
structure are related to its strength and stiffness. A design aim is to achieve sufficient levels of
these with as little mass as possible. (Jason, 2002)

3.2.1 Strength

The strength requirement implies that no part of the shape will lose its function when it is
subjected to road loads. Loss of function may be caused by instantaneous overloads due to
extreme load cases, or by material fatigue. Instantaneous failure may be caused by either
overstressing of components beyond the elastic limit, or by buckling of items in compression
or shear stress, or by failure of the joints. The life to initiation of fatigue cracks is highly
dependent on design detail, and can only be assessed when a detailed knowledge of the
9
component is available. For this reason assessment of fatigue strength is usually deferred until
after the conceptual design stage. The strength may be alternatively defined as the maximum
force which the structure can withstand. Different load cases different local component loads,
but the structure must have sufficient strength for all load cases. (Jason, 2002)

3.2.2 Stiffness

The stiffness of the structure relates the deflection produced when load is applied. It applies
only to structures in the elastic range and is the slope of the load versus deflection graph. The
stiffness of a vehicle structure has important influence on its handling and vibrational
behavior. It is important to ensure that deflection due to extreme loads is not so large to impair
the function of the vehicle, for an example so that the doors will not close, or suspension
geometry is altered. Low stiffness are lead to unacceptable vibrations, such as ‘scuttle shake’.
(Jason, 2002)

Again different load cases require different stiffness definitions, and some of these are often
used as ‘benchmarks’ of vehicle structural performance. The two most commonly used in this
way are (Jason, 2002):

a) Bending stiffness KB, which relates the symmetrical vertical deflection of a point near the
center of the wheelbase to multiples of the total static loads on the vehicle. A simplified
version of this to relate the deflection to a single, symmetrically applied load near the
center of the wheelbase.

b) Torsion stiffness KT, relates the torsional deflection applied pure torque T about the
longitudinal axis of the vehicle. The vehicle is subjected to the ‘pure torsion load case’.
Twist angle is measured between the front and rear suspension mountings. Twist are
intermediate points along the wheelbase is sometimes also measured in order to highlight
regions of the structure needing stiffening.

The two cases apply completely different local loads to individual components within
the vehicle. It is usually found that the torsion case is the most difficult to design for, so that
the torsion stiffness is often used as a benchmark to indicate the effectiveness of the vehicle
structure. (Jason, 2002)
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3.2.3 Vibrational Behavior

The global vibrational characteristics of a vehicle are related to both its stiffness and mass
distribution. The frequencies of the global bending and torsional vibration modes are
commonly used as benchmarks for vehicle structural performance. These are not discussed in
this book. However, bending and torsion stiffness KB and KT influence the vibrational
behavior of the structure, particularly its first natural frequency. (Jason, 2002)

3.2.4 Selection of Vehicle Type And Concept

In order to achieve a satisfactory structure, the following must be selected (Jason, 2002):
a) The most appropriate structural type for the intended application.
b) The correct layout of structural elements to ensure satisfactory load paths, without
discontinuities, through the vehicle structure.
c) Appropriate sizing of panels and sections, and good detail design of joints
An assumption made in this book is that is satisfactory load path (i.e. if the equilibrium
of edge forces between simple structural surfaces) are achieved, then the vehicle is likely to
have the foundation for sufficient structural (and especially torsion) stiffness. Estimate of
interface loads between major body components calculated by the simplified methods
described are assumed to be sufficiently accurate for conceptual design although the structural
members comprising load paths must still be sized appropriately for satisfactory results. Early
estimates of stiffness can be obtained using the finite element method, but the results should
be treated with caution because of simplifications in the idealization of the structure at this
stage. (Jason, 2002)

3.3 Type of Chassis

Chassis is considered to be one of the significant structures of an automobile. It is usually

made of a steel frame, which holds the body and engine of an vehicle. To be precise, car
chassis or automobile chassis is a skeletal frame which bolts various mechanical parts like
engine, tires, brakes, steering and axle assemblies. Chassis usually made of light a metal or
composite plastic which provides strength needed for supporting vehicle components and load
into it. Here we listed several different types of automotive chassis which include ladder
chassis, backbone chassis, monocoque chassis and tubular space frame chassis. Ladder chassis
is considered to be one of the oldest forms of automotive chassis or automobile chassis that is
11
still been used by most of the SUVs till today. It is also resembling a shape of a ladder which
having two longitudinal rails inter linked by several lateral and cross braces. The lateral and
cross members provide rigidity to the structure (Wakeham, 2009).

Fig 3.1: Ladder Chassis

The other type of chassis is backbone chassis which has a rectangular tube like backbone and
simple in structure. It usually made up of glass fiber that is used for joining front and rear axle
together and responsible for most of the mechanical strength of the framework. The space
within the structure is used for positioning the drive shaft in case a rear-wheel drive.
Furthermore, the drive train, engine and suspensions are all connected to each of the ends of
the chassis. This type of chassis is strong enough to provide support smaller sports car besides
it is easy to make and cost effective (Wakeham, 2009).

Fig 3.2: Backbone Chassis

As for monocoque chassis, most modern cars nowadays use this type of chassis. A monocoque
chassis is a single piece of framework that gives shape to the car. A one-piece chassis is built
by welding several pieces together. It is different from the ladder and backbone chassis as
unlike them incorporated with the body in a single piece, whereas the former only support the
stress members. The demanding of a monocoque chassis highly increased since it is cost
effective and suitable for robotized production (Christopher, 2004).

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 Fig 3.3: Monocoque Chassis

In this study, it is decided that tubular space frame chassis is used for the urban car. Since
ladder chassis is not strong enough, motor racing engineers have developed a 3-dimensional
design which known as tubular space frame. Tubular space frame chassis employs dozens of
circular-section tubes (some may use square- section tubes for easier connection to the body
panels though circular section provides the maximum strength), position in different directions
to provide mechanical strength against forces from anywhere. These tubes are welded together
and form a complex structure. For higher strength required by high performance sports cars,
tubular space frame chassis usually incorporate a strong structure under both doors. Tubular
space frame chassis also very strong in any direction compared with ladder chassis and
monocoque chassis of the same weight.

Fig 3.4: Spaceframe Chassis

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3.4 Chassis Design Principle

The fundamental principle of a chassis design states that the chassis is to be designed to
achieve the torsional rigidity and light weight in order to achieve good handling performance
of a race car. By the definition, torsional rigidity is refers to the ability of chassis to resist
twisting force or torque. In the other words, torsional rigidity is the amount of torque required
to twist the frame by one degree. These parameters also applied to spaceframe chassis.
Generally, the effect of the torsional rigidity on spaceframe is different to the monocoque due
to their construction format, but the structure is used to approximate the same results as the
difficult to twist monocoque chassis. Figure 2.5 shows the torsional rigidity applies to race car
chassis. (Matt, 1999).
According to the statement above, chassis designed must have high torsional rigidity in
order against the twisting force or torque. In order to increase torsional rigidity on the chassis,
the format of tube pipes arrangement must be considered. By strategically positioning a frame
member, torsional rigidity increases significantly.

Fig 3.5: -Torsional Rigid of Car Chassis

The triangulated box imparts strength by stressing the diagonal in tension and
compression. As shown, the box will not easily be deformed by bending force due to the
triangulated format of frame. Hence, most race car chassis today designed in triangulated
format as shown in Figure 2.6 below. (Matt, 1999).

14
 CHAPTER 4
DESIGN METHODOLOGY

15
 CHAPTER 4
DESIGN METHODOLOGY

4.1 Introduction

Methodology can properly refer to the theoretical analysis of the methods appropriate to the
field of study or to the body of methods and also principles particular to the branch of
knowledge. In this sense, one may speak of objections to the methodology of a geographic
survey (that is, objections dealing with the appropriateness of the methods used) or of the
methodology of modern cognitive psychology (the principles and practices that underlie
research in the field). Spaceframe more rigid to other chassis type, this is the reason race car
usually use spaceframe chassis. The chassis not absolutely just a spaceframe chassis, but the
combination between the monocoque and also the spaceframe chassis. As the result, driver
and engine compartment, the combination reduces the weight of the car. Theoretically, the
chassis design concept state that the chassis designed must have the triangulated format of
tubular pipes in order to increase the torsional rigidity of the chassis. But for the designing of
the prototype car using spaceframe chassis for car, it is not important to follow this concept
because the goals of the design is to have a lightweight car which can cruise further by using
less amount of energy. It’s mean that, the car will not go faster and not facing the twisting
force or torque. The designer will ignore about the principle which is to place the frame
members in a triangulated format as mentioned before.

4.2 The Design Process

The design of the chassis must work around a number of parameters and constraints in order
for it to perform well and for it to be eligible to compete in the competition. These
requirements can be broken into several categories which will be discussed below. If any of
these requirements are not met, the consequences range from sub-optimal performance to not
being eligible to compete in the competition or even chassis failure. So it is clear that all
requirements must be carefully considered and even re-visited when designing and building
the chassis.
The engineering design process is the steps of chassis design construction process . In this
chapter explain how chassis was designed and how stimulation of the chassis was performed.
In this part, explained how chassis is performed. Before the last chassis design got, there are
several steps must be considered to make the last result bring the best design. In this part, start
16
from the sketching process, then CATIA is used in order to create the model of the chassis.
The analysis stage used ANSYS to analyze the, model of chassis.

4.2.1 Evaluating

Before start the projects, rough ideas and the steps proposed must be drafted to ensure the
project within the planned steps. Evaluation process is important to ensure that the design
needed have advantages guided from the current design. The ideas or steps can be gained from
the evaluation of the current design (2011).

Fig 4.1: Flow Chart of Methods To Develop Frame

17
4.3 Manufacture Considerations

In order to improve manufacturability, round tubing may be used for frame members. This
makes cutting planar joints easier and simplifies suspension mounting points.
On many chassis designs a significant amount of construction time is taken up by making jigs
to hold the frame in place during welding. Making a jig is very labor intensive and it can even
use as much material as the chassis itself. To improve the manufacturability of the chassis it
should be designed so that it is “self-jigging”, which means that it can be constructed in
separate parts which are then joined together. This significantly reduces the time and material
required to make the chassis which greatly reduces the cost. It should be noted that this
approach is suitable for a one-off process which is the case for the construction of this chassis.
However, if a number of the same chassis are needed to be made then the cost of making a jig
is justified as it decreases the amount of time required to build each individual chassis.

4.3.1 Main Hoop

The Main Hoop must be constructed of a single piece of uncut, continuous, closed section
steel tubing per Rule. The use of aluminium alloys, titanium alloys or composite materials for
the Main Hoop is prohibited. The Main Hoop must extend from the lowest Frame Member on
one side of the Frame, up, over and down to the lowest Frame Member on the other side of the
Frame.

4.3.2 Main Hoop Bracing

Main Hoop braces must be constructed of closed section steel tubing per Rule. The Main
Hoop must be supported by two braces extending in the forward or rearward direction on both
the left and right sides of the Main Hoop. In the side view of the Frame, the Main Hoop and
the Main Hoop braces must not lie on the same side of the vertical line through the top of the
Main Hoop, i.e. if the Main Hoop leans forward, the braces must be forward of the Main
Hoop, and if the Main Hoop leans rearward, the braces must be rearward of the Main Hoop.
The Main Hoop braces must be attached as near as possible to the top of the Main Hoop but
not more than 160 mm (6.3 in) below the top-most surface of the Main Hoop. The included
angle formed by the Main Hoop and the Main Hoop braces must be at least thirty degrees
(30°). See the figure. The Main Hoop braces must be straight, i.e. without any bends. The
18
attachment of the Main Hoop braces must be capable of transmitting all loads from the Main
Hoop into the Major Structure of the Frame without failing. From the lower end of the braces
there must be a properly triangulated structure back to the lowest part of the Main Hoop and
the node at which the upper side impact tube meets the Main Hoop. Bracing loads must not be
fed solely into the engine, transmission or differential, or through suspension components.

If any item which is outside the envelope of the Primary Structure is attached to the Main
Hoop braces, then additional bracing must be added to prevent bending loads in the braces in
any rollover attitude.

Fig 4.2: Main Hoop

4.4 Material Selection for the Chassis

The chassis is made up of AISI-1018.This material was selected due to its good Combination
of all of the typical traits of Steel - strength, ductility, And comparative ease of machining.

AISI 1018 Mild/Low Carbon Steel

AISI 1018 mild/low carbon steel has excellent weldability and produces a uniform and harder
case and it is considered as the best steel for carburized parts. AISI 1018 mild/low carbon steel
offers a good balance of toughness, strength and ductility. Provided with higher mechanical
properties, AISI 1018 hot rolled steel also includes improved machining characteristics and
Brinell hardness.

19
Specific manufacturing controls are used for surface preparation, chemical composition,
rolling and heating processes. All these processes develop a supreme quality product that are
suited to fabrication processes such as welding, forging, drilling, machining, cold drawing and
heat treating.

Fig 4.3 AISI 1018 Mild steel pipes

4.4.1 Chemical Composition

Element Content
Carbon, C 0.14 - 0.20 %
Iron, Fe 98.81 - 99.26 % (as remainder)
Manganese, Mn 0.60 - 0.90 %
Phosphorous, P ≤ 0.040 %
Sulfur, S ≤ 0.050 %
Table 4.1 Chemical composition of AISI 1018 Mild steel

4.4.2 Physical Properties

Physical Properties Metric Imperial

Density 7.87 g/cc 0.284 lb/in3
Table 4.2 Physical Properties of AISI 1018 MS

4.4.3 Mechanical Properties

Mechanical Properties Metric Imperial

Hardness, Brinell 126 126
20
Hardness, Knoop (Converted from Brinell hardness) 145 145
Hardness, Rockwell B (Converted from Brinell hardness) 71 71
Hardness, Vickers (Converted from Brinell hardness) 131 131
Tensile Strength, Ultimate 440 MPa 63800 psi
Tensile Strength, Yield 370 MPa 53700 psi

Modulus of Elasticity (Typical for steel) 205 GPa 29700 ksi

Bulk Modulus (Typical for steel) 140 GPa 20300 ksi
Poisson’s Ratio (Typical For Steel) 0.290 0.290
Machinability (Based on AISI 1212 steel. as 100% machinability) 70 % 70 %
Shear Modulus (Typical for steel) 80.0 GPa 11600 ksi

Table 4.3 Mechanical Properties of AISI 1018 MS

4.4.4 Electrical Properties.

Electrical Properties Metric English Comments

Electrical resistivity @0°C (32°F) 0.0000159 Ω-cm 0.0000159 Ω-cm annealed condition
@100 °C/ 212 °F 0.0000219 Ω-cm 0.0000219 Ω-cm annealed condition
@ 200 °C/392 °F 0.0000293 Ω-cm 0.0000293 Ω-cm annealed condition

Table 4.4 Electrical Properties of AISI 1018 MS

4.5 Applications of AISI 1018 Mild/Low Carbon Steel

• It is used in bending, crimping and swaging processes.

• Carburized parts that include worms, gears, pins, dowels, non-critical components of
tool and die sets, tool holders, pinions, machine parts, ratchets, dowels and chain pins
use AISI 1018 mild/low carbon steel.
• It is widely used for fixtures, mounting plates and spacers.
• It is suitably used in applications that do not need high strength of alloy steels and high
carbon.
• It provides high surface hardness and a soft core to parts that include worms, dogs,
pins, liners, machinery parts, special bolts, ratchets, chain pins, oil tool slips, tie rods,
anchor pins, studs etc.
• It is used to improve drilling, machining, threading and punching processes.
• It is used to prevent cracking in severe bends.

21
4.6 Design Methodology

The fundamental principle of a chassis design states that the chassis is to be designed to achieve the
torsional rigidity and light weight in order to achieve good handling performance of a Go-Kart. By
the definition, torsional rigidity is refers to the capability of chassis to resist twisting force or
torque. In the other words, torsional rigidity is the amount of torque required to twist the frame by
one degree. During the corner entry, if the torsional rigidity is too small then the chassis will be
thrown off. If the torsional rigidity is too large, then the corner entry is difficult and leads to
the under steering tendency. Initially 3D modeling was done in CATIA followed by material
selection and its analytical calculation. Designing and elemental analysis was performed before
fabrication.

CATIA
MODELING

MATERIAL
SELECTION

ANALYTICAL
CALCULATIONS

ANALYSIS
IN ANSYS

FINITE
ELEMENT
ANALYSY

RESULTS

MANUFACTURING
OF CHASSIS

Fig. 4.4 Flowchart Depicting Methodology

22
4.7 Catia modelling

• CATIA (computer-aided three-dimensional interactive application) is a multi-

platform software suite for computer-aided design (CAD), computer-aided
manufacturing (CAM).
• CATIA enables the creation of 3D parts, from 2D sketches, sheet metal, composites,
molded, forged or tooling parts up to the definition of mechanical assemblies.
• CATIA can be applied to a wide variety of industries, from aerospace and defense,
automotive, and industrial equipment, to high tech, shipbuilding, consumer goods,
plant design, consumer packaged goods, life sciences, architecture and construction,
process power and petroleum, and services.
• Computer aided design (CAD) is the use of computer systems to assist in the creation,
modification, analysis or optimization of a design.

4.8 Procedure for modelling

• The positions of the subsystems of the go-kart like: steering system, seat position,
braking system, engine position, etc. are considered and then the design is progressed.
• By considering all the sub systems for our go-kart we have prepared a Catia model.
• Circular cross-section is employed for the chassis development as it helps to overcome
difficulties as increment in dimension, rise in the overall weight and decrease in
performance due to reduction in acceleration. It is always preferred over other cross
section become it resist the twisting effects. Circular section is selected for torsional
rigidity.
• Size of pipe: 1-inch diameter with 2mm thickness.
• Various parts of the design are modelled in Part Design of Catia and then all the parts
are assembled together.
• Catia models are as shown in the figure.

Designing in CATIA V5 Software

• Drawing of circular cross-section of pipe with outer diameter as 1-inch or 25.4 mm

and with the thickness of 2 mm i.e.; the inner diameter as 21.4 mm.

23
 • The various drawing tools like polyline, circle, etc. are used for producing circular
cross-section pipes.
• With the 3D tools like Pad & Pocket the extrusion of the pipe is made.
Design of Side Members:

The side members of the chassis was designed by using tools like Polyline, circle and 3D tools
like Pad and Pocket.
The overall length of the side members is of 1724 mm.

Procedure:
1. The reference line was used for drawing the side member, using the 3D tool Rib the
pipe is generated.
2. The upper side member has several inclinations using a reference line according to the
inclinations and by using 3D tool Rib the pipe is generated.
3. The other side member is also been drawn similarly.

Design of steering support

There are 6 horizontal members drawn between the two side members of the chassis frame.
Steering support has been drawn on the third horizontal member.

Procedure:
1. At the centre of the third member, using a reference line inclination of 60 degrees with
horizontal axis.
2. The other steering support member is made by using 3D mirror tool. The members are
made to coincide with the third horizontal member using constraints like coincide and
offset constraints.

Design of Hoop

The hoop is made with the support of the side members.

Procedure:
1. Using the drawing of the reference line drawn with the help of the drawing tool poly
line, the circular cross-section of the pipe the hoop member is created.
2. The hoop has many bending’s with several inclination angles.

24
 3. The upper part of the hoop has been supported with the help of 45 degrees inclination
straight members.
4. These all members are made to coincide with the help of coincide constraint tool and
offset constraint tool.

Design of Engine support

The engine support is made on the two horizontal members. A vertical member is drawn in
between the two horizontal members.

Procedure:
1. A vertical member was drawn in between the two horizontal members 4 and 5. The
vertical member is drawn using polyline drawing tool and using the 3D tool Rib.
2. These members are made constraints using coincide and offset constraints.

4.9 Catia Views of The Chassis

Fig. 4.5 Front View

25
Fig. 4.6 Side View

Fig. 4.7 Top View

26
Fig. 4.8 Isometric View

27
 CHAPTER 5
ANALYSIS OF CHASSIS

28
 CHAPTER 5
ANALYSIS OF CHASSIS

5.1 Introduction to ANSYS

The chassis needs to withstand any collision that it might be subjected to as a part of the
testing process or competition. To ensure driver safety, required chassis strength, following
STATIC and DYNAMIC impact scenarios as stated below were analyzed using software to
ensure the frame design will not fail.

The software creates simulated computer models of structures, electronics, or machine

components to simulate strength, toughness, elasticity, temperature distribution,
electromagnetism, fluid flow, and other attributes.

Ansys is used to determine how a product will function with different specifications, without
building test products or conducting crash tests.

5.2 Analysis of chassis in dynamics:

Load of Driver, Driver Seat and Engine were taken into consideration while load of steering
system, fuel tank, etc. is low as compared to above components hence it can be neglected.
Also, as chain drive transmission system is used load of transmission system can also be
neglected.

To ensure driver safety, required chassis strength, following DYNAMIC impact scenarios as
stated below were analyzed using ANSYS (WORKBENCH) software to ensure the frame
design will not fail.

29
5.2.1 FEA Analysis

Fig. 5.1 Chassis Meshing

The FEA analysis was done in the software ANSYS using the Meshing tool and was found
that the number of nodes as 47652 and the number of elements as 47720.

5.2.2 Types of Impact Analysis

1. Front impact analysis
2. Rear impact analysis
3. Side impact analysis
4. Overall load analysis

5.3 Impact tests

The dynamic load design of chassis involves design of car when it is in motion.
The report consists of three impact analysis
1. Front impact analysis
2. Rear impact analysis
3. Side impact analysis
4. Overall load analysis
Before performing impact analysis the chassis is firstly meshed as shown below:

30
5.3.1 FRONT IMPACT ANALYSIS :

Generally, in the case of pure elastic collision in frontal impact the linear velocity remains at
64 Kmph according to ENCAP (The European new car assessment program)

Hence the value of Impact force is calculated by mass moment equation that is-

F = P×∆T

Where, ∆T is the duration of time,

Generally the collision takes place for a very short duration of time. We assumed this time as
∆T = 1.10 seconds. And the gross weight of the Go-Kart vehicle is estimated some around
M=180 Kg’s (including drivers weight as 60 Kg’s). Hence the momentum of the vehicle at 64
Kmph or 17.8 m/s that is-

P=M×V P = 180 × 17.8 P = 3204 kg.m/s

And the frontal impact force i.e.-
F = P × ∆T F = 3204 × 1.10 F = 3504 N
Now the calculated force was placed on the frontal part of frame by keeping the rear part fix
on ANSYS the result along with the image as

Fig. 5.2 Front Impact Force

31
 Fig. 5.3 Front Impact total deformation

Fig. 5.4 Front Impact Equivalent stress

Results:
1.Stress
Max Stress ═ 121.39 MPa (Taking Single Point Load into Consideration)
2. Total Deformation
Max Total Deformation = 0.32902 mm
3.Factor of Safety
Incorporated Factor of Safety ═ (Syt/Smax) ═ 370 / 121.39 ═ 3.04

Hence, the chassis will be safe under front impact.

32
5.3.2 SIDE IMPACT ANALYSIS:

In the case of collision by side impact the value of the impact force generated is calculated in
the same way as in front impact.

For the side impact the velocity of vehicle is taken 48 kmph or 13.3m/s according to ENCAP
Standard and then the force Is calculated i.e.-

F = P × ∆T
Where,
P=M×V
P = 180 × 13.3
P = 2394 kg.m/s
The side impact force is:
F = 2394 × 1.10 F = 2634 N.
Hence the calculated force was placed on one side of the modal of frame while keeping
another side fixed and the stresses were simulated the image is shown as-

Fig. 5.5 Side Impact Force

33
 Fig. 5.6 Side Impact total deformation

Fig. 5.7 Side Impact Equivalent Stress

Results:
1.Stress
Max Stress ═ 75.161 MPa (Taking Single Point Load into Consideration)
2. Total Deformation
Max Total Deformation = 0.30161 mm
3.Factor of Safety
Incorporated Factor Of Safety ═ (Syt/Smax) ═ (370 / 75.161) = 4.92

Hence, the chassis will be safe under side impact.

34
5.3.3 REAR IMPACT ANALYSIS:

The rear impact force is also calculated in the same way as remaining two. In this case the
velocity of collision was taken 50kmph or 13.8m/s by the calculations and also as according to
the ENCAP standards the calculations are as-
P=M×V
P = 180 ×13.8
P = 2484 kgm/s

And the rear impact force is:

F = P× ∆T
F = 2484 × 1.10
F = 2732 N

Hence the calculated value of the rear impact force was placed on the rear part of the
frame while keeping the frontal part fixed. The analysis result is shown as

Fig. 5.8 Rear Impact Force

35
 Fig. 5.9 Rear Impact total deformation

Fig. 5.10 Rear Impact Equivalent Stress

Results:
1. Stress
Max Stress ═ 119.24 MPa (Taking Single Point Load into Consideration)
2. Total Deformation
Max total deformation = 0.09321 mm
3. Factor of Safety
Incorporated Factor of Safety ═ (Syt/Smax) ═ (370 / 119.24) ═ 3.10

Hence, the chassis will be safe under rear impact.

36
The conclusion of the safety analysis with result is tabulated as:

FACTORS FRONT IMPACT SIDE IMPACT REAR IMPACT

Impact Force 3504 N 2634 N 2732 N

Stress Generated 121.39 MPa 75.161 MPa 119.24 MPa

Total Deformation 0.30902 mm 0.30161 mm 0.09321 mm

The results from these different analysis modes are accurate for the type and amount of
loading that was applied to the known material and geometry. They also assure the safety of
the frame in the different cases of impacts. However, these loading scenarios generally do not
exactly represent actual impact modes.

To accurately depict an impact or collision incident, dynamic loading would have to be used
to simulate the types of impact loading that would occur during an actual collision. It would
be very difficult to accurately model this event without known data gathered from an actual
collision in various lateral position along with the longitudinal directions. This data could be
gathered using strain gauges attached to the frame of the vehicle.

With the data collected from the FEA simulations, the roll cage was found to have a
theoretical factor of safety of approximately more than 2.0. This result also illustrate that the
frame ensures the maximum amount of driver safety restraint. Attaching the seat belts to the
most rigid and structural chassis components guarantees reliability of the seat belt under the
extreme forces possible in a collision. Using a quick release lever style seat belt clasp gives
the driver the ability to get out of the vehicle in a safe amount of time in the safety restraints
provided in the car will be sufficient for keeping a driver safe in the event of a collision, while
still allowing the driver to escape in the required amount of time.

5.3.4 OVERALL LOAD ANALYSIS

The loads acting on the chassis were individually applied on the chassis during analysis
calculations at their respective positions. The loads were considered for all subsystems &
driver and were applied in the Analysis.

37
The approximate forces are as mentioned in the table:

COMPONENT FORCE
DRIVER 637.65 N
ENGINE 294.3 N
TRANSMISSION 323.73 N
CHASSIS 323.73 N
FRONT BUMPER 78.48 N
REAR BUMPER 29.43 N
STEERING 78.48 N
Table 5.1 Forces on Chassis

Hence, the following forces are applied on the chassis analysis part.

Fig 5.11 Overall forces applied on chassis

Fig 5.12 Overall Total Deformation

38
 Fig 5.13 Overall Equivalent Stress

Results
1.Equivalent Stress
Max Stress ═ 68.056 MPa
2. Total Deformation
Max total Deformation = 0.3585 mm
3.Factor of Safety
Incorporated Factor of Safety ═ (Syt/Smax) ═ (370 / 68.056) ═ 5.436

5.4 Validation of Result of Computational Analysis by Numerical Calculation:

Parameters:
1) Front overhang (a) = 337.512 mm
2) Rear overhang (c) = 246.5 mm
3) Wheel Base (b) =1140 mm
4) Total Length = 1724 mm
5) Weight of Front Bumper (FFB)= 8 Kg= 78.48 N
6) Weight of Steering System (FS)= 8 Kg =78.48 N
7) Weight of Driver (FD) = 65 Kg = 637.65 N
8) Weight of Engine (FE) = 30 Kg = 294.3 N
9) Weight of transmission (FT) =33Kg = 323.73 N
10) Weight of Rear Bumper (FRB)=3 Kg=29.43 N
11) UDL of Frame=(33Kg*9.81)/(1724)=0.1877 N/mm
39
Calculation of Reaction Forces
Chassis has two beams. So load acting on each beam is half of the Total load acting on
the chassis.
• Load acting on Single Beam=1765/2 = 882.9 N
• Length of Beam = 1724 mm
• Total Weight of Kart with Driver = 180 Kg’s

A. Calculation for Normal Reaction

Σ All Vertical forces = 0

∴ FFB + FS + FD + UDL*length + FE + FT + FRB = RA + RB
∴RA+RB = 180*9.81/2
∴RA+RB= 882.9 N

Now,
Σ MA = 0
∴ -FFB * 337.512 + FS * 0 + RA * 0 + FD * 619.2 + UDL * length * 1140/2 + FE * 972.5 + FT
* 1140 - RB * 1140 + FRB * 1386.5 = 0
∴ -39.24 * 337.512 + 0 + 0 + 318.825 * 619.2 + 0.09388 * 1724 * 570 + 147.15 * 972.5 +
161.865 * 1140 - RB * 1140 + 14.715 * 1386.5 = 0
∴ RB= 466.84 N
Now,
∴ RA = 882.9 - 466.84
∴ RA = 416.058 N

B. Shear Force Analysis

1) S.F. on L.H.S. of C = 0 N
S.F. on R.H.S. of C = -78.48/2 = -39.24 N
2) S.F. on L.H.S. of A = -78.24/2 - 0.1877 * 337.512/2 = - 70.91 N
S.F. on R.H.S. of A = -70.91 - 78.24/2 + 832.116/2 = 305.908 N
3) S.F. on L.H.S. of D = 305.908 - 0.1877 * 619.2/2 = 247.8 N
S.F. on R.H.S. of D = 247.8 – 637.65/2 = -71.02 N
4) S.F. on L.H.S. of E = -71.02 - 0.1877 * 353.3/2= -104.186 N
S.F. on R.H.S. of E = -104.186 – 294.3/2 = -251.336 N
5) S.F. on L.H.S. of B = -251.336 - 0.1877 * 167.5/2 = - 267.05 N
40
 S.F. on R.H.S. of B = -267.05 – 323.73/2 + 933.68/2= 37.919 N
6) S.F. on L.H.S of F = 37.919 – 0.1877 * 246.5/2 = 14.7851 N
S.F. on R.H.S of F = 0 N
Maximum Shear Force at point A which is equal to 305.908 N &
Minimum Shear Force is obtained at point B which is equal to -267.05 N.

C. Bending Moment Analysis

1) BM at C = 0 N-mm
2) BM at A = (-78.48/2) * 337.512 – (0.1877 * (337.512/2)) * (337.512/2)
BM at A = -18589.40388 N-mm
3) BM at D = (-78.48/2) * 956.712 – (0.1877 * (956.712/2) * (956.712/2)) + 416.015 *
619.2 – (78.48/2) * 619.2
BM at D = 152815.1975 N-mm
4) BM at E = (-78.48/2) *1310.012 + 416.015 * 972.5 – (78.48/2) * 972.5 – (637.65/2)
* 353.3 – (0.1877 * (1310.012/2) * (1310.012/2)
BM at E = 121823.88 N-mm
5) BM at B = (-78.48/2) * 1477.512 + 416.015 * 1140 – 1140 * (78.48/2) – (637.65/2)
* 520.8 – (294.3/2) * 167.5 – (0.1877 * (1477.512/2) * (1477.512/2))
BM at B = 78397.913 N-mm
6) BM at F = 0 N-mm

Fig 5.14 SFD and BMD

41
Working Stress calculation

We have, σyield = 370 N/mm2

We know that working stress,

σb = (Mmax * y)/I
where, Mmax = Maximum Bending Moment obtained from the BMD
y = R/2 = 25.4/2 = 12.7 mm
I = Moment of Inertia I = (π/64) * [(25.4)˄4 – (21.4) ˄4]

Therefore, σb = (152815.197 * 12.7)/( (π/64) * [(25.4)˄4 – (21.4) ˄4] )

σb = 191.457 MPa
Therefore, σyield > σb
Now, Factor of Safety (FOS) = σyield / σb = 370/191.457 = 1.932

Deformation Analysis

Deformation = (W × (b-x) / (24EI)) * {x (b-x) + b2 - 2 (c2 + a2) – 2/b [xc2 + a2 (b-x)]}

Where,
W = Total Weight of Chassis/2 = 882.9N
a, b and c are the front overhang, wheel base and rear overhang respectively.
x = Total length/2

Deformation = ((882.9 * (1140-862))/(24 * 205000 * 10136.744)) * {862 * (1140-862) +

1140² - 2 (337.512² + 246.5²) – (2/1140)(862 * (246.5)² + 337.512² *

(1140-862)}
Deformation = 0.513 mm

42
In this we design the model of chassis and analyse it. On Software computational basis, we
calculate the deformation of chassis in full load condition. We also calculate the same on
Numerical basis and we found approximately same result by both analysis. We found
approximately same deformation. From this we can say our design is ergonomically good and
safe.
Following table shows the comparison between Software computation and Numerical
Analysis.

S.No. Parameters Computational Analysis Numerical

Analysis
1 Deformation 0.3585 mm 0.513 mm

Table 5.2 Comparison of Computational and Numerical Analysis

43
 CHAPTER 6
FABRICATION

44
 CHAPTER 6

FABRICATION

6.1 Different types of machining process:

6.1.1 Welding:

Welding is a fabrication or sculptural process that joins materials, usually metals

or thermoplastics, by causing fusion, which is distinct from lower temperature metal-joining
techniques such as brazing and soldering, which do not melt the base metal. In addition to
melting the base metal, a filler material is typically added to the joint to form a pool of molten
material (the weld pool) that cools to form a joint that is usually stronger than the base
material. Pressure may also be used in conjunction with heat, or by itself, to produce a weld.
Welding also requires a form of shield to protect the filler metals or melted metals from being
contaminated or oxidized.

Although less common, there are also solid-state welding processes such as friction welding in
which metal does not melt.

Some of the best-known welding methods include:

• Oxy-fuel welding – also known as oxyacetylene welding or oxy welding, uses fuel
gases and oxygen to weld and cut metals.
• Shielded metal arc welding (SMAW) – also known as "stick welding" or "electric
welding", uses an electrode that has flux around it to protect the weld puddle. The
electrode holder holds the electrode as it slowly melts away. Slag protects the weld
puddle from atmospheric contamination.
• Gas tungsten arc welding (GTAW) – also known as TIG (tungsten, inert gas), uses a
non-consumable tungsten electrode to produce the weld. The weld area is protected
from atmospheric contamination by an inert shielding gas such as argon or helium.
• Gas metal arc welding (GMAW) – commonly termed MIG (metal, inert gas), uses a
wire feeding gun that feeds wire at an adjustable speed and flows an argon-based
shielding gas or a mix of argon and carbon dioxide (CO2) over the weld puddle to
protect it from atmospheric contamination.

45
 • Flux-cored arc welding (FCAW) – almost identical to MIG welding except it uses a
special tubular wire filled with flux; it can be used with or without shielding gas,
depending on the filler.
• Submerged arc welding (SAW) – uses an automatically fed consumable electrode and
a blanket of granular fusible flux. The molten weld and the arc zone are protected from
atmospheric contamination by being "submerged" under the flux blanket.
• Electroslag welding (ESW) – a highly productive, single pass welding process for
thicker materials between 1 inch (25 mm) and 12 inches (300 mm) in a vertical or
close to vertical position.
• Electric resistance welding (ERW) – a welding process that produces coalescence of
laying surfaces where heat to form the weld is generated by the electrical resistance of
the material. In general, an efficient method, but limited to relatively thin material.

Many different energy sources can be used for welding, including a gas flame, an electric arc,
a laser, an electron beam, friction, and ultrasound. While often an industrial process, welding
may be performed in many different environments, including in open air, under water, and in
outer space. Welding is a hazardous undertaking and precautions are required to avoid burns,
electric shock, vision damage, inhalation of poisonous gases and fumes, and exposure to
intense ultraviolet radiation.

Until the end of the 19th century, the only welding process was forge welding, which
blacksmiths had used for millennia to join iron and steel by heating and hammering. Arc
welding and oxyfuel welding were among the first processes to develop late in the century,
and electric resistance welding followed soon after. Welding technology advanced quickly
during the early 20th century as the world wars drove the demand for reliable and inexpensive
joining methods. Following the wars, several modern welding techniques were developed,
including manual methods like SMAW, now one of the most popular welding methods, as
well as semi-automatic and automatic processes such as GMAW, SAW, FCAW and ESW.
Developments continued with the invention of laser beam welding, electron beam welding,
magnetic pulse welding (MPW), and friction stir welding in the latter half of the century.
Today, the science continues to advance. Robot welding is commonplace in industrial settings,
and researchers continue to develop new welding methods and gain greater understanding of
weld quality.

46
 TIG WELDING:

Gas tungsten arc welding (GTAW), also known as tungsten inert gas (TIG) welding, is an arc
welding process that uses a non-consumable tungsten electrode to produce the weld. The weld
area and electrode is protected from oxidation or other atmospheric contamination by an inert
shielding gas (argon or helium), and a filler metal is normally used, though some welds,
known as autogenous welds, do not require it. A constant-current welding power supply
produces electrical energy, which is conducted across the arc through a column of highly
ionized gas and metal vapors known as a plasma.

GTAW is most commonly used to weld thin sections of stainless steel and non-ferrous metals
such as aluminium, magnesium, and copper alloys. The process grants the operator greater
control over the weld than competing processes such as shielded metal arc welding and gas
metal arc welding, allowing for stronger, higher quality welds. However, GTAW is
comparatively more complex and difficult to master, and furthermore, it is significantly slower
than most other welding techniques. A related process, plasma arc welding, uses a slightly
different welding torch to create a more focused welding arc and as a result is often
automated.

Fig 6.1 TIG Welding

47
6.1.2 Grooving:

Grooving or recessing operations, sometimes also called necking operations, are

often done on work piece shoulders to ensure the correct fit for mating parts. When a thread is
required to run the full length of the part to a shoulder, a groove is usually machined to allow
full travel of the nut. Grooving the work piece prior to cylindrical grinding operations allows
the grinding wheel to completely grind the work piece without touching the shoulder.

1)Face-Grooving:
With face grooving operations the tool is fed axially rather than radially toward the end
surface of the workpiece. The tool must be adapted to the radial curve of the groove and the
blade is therefore curved. When the machine spindle rotates in a counter-clockwise direction,
a right-hand version of the tool is used and a left-hand version is used when the machine
spindle rotates clockwise.

So that both insert and toolholder fit into the groove, both the outer and inner diameters of the
groove must be considered. The diameter measured to the outside of the blade determines the
limit for the smallest possible diameter which can be machined, and the diameter measured to
the inside of the blade determines the limit for the largest possible groove diameter.

2)Internal-Grooving:
The main problem with internal grooving is chip evacuation. There is a very high risk of chip
jamming which can result in tool breakage, especially when machining small diameters. The
chips have to be removed from the groove then change direction 90 degrees and pass the side
of the toolholder to finally be removed from the hole. Introducing intermittent feed into the
program is the best way to obtain short chips. An internal grooving holder with insert is shown
above.

Vibration is another common problem associated with internal grooving. Stability is related to
the overhang, or how far into the workpiece the groove is to be machined. The risk of
vibration is reduced by using the largest toolholder possible. The overhang should not exceed
two to two-and-a-half times the diameter. Internal grooving is a critical operation and it is
important to choose a tool which optimizes chip evacuation with vibration-free machining.

Grooving tools are usually ground to the dimensions and shape required for a particular job.
Most grooving tools are similar in appearance to the cutoff tool, except that the corners are

48
carefully rounded because they reduce the possibility of cracks in the part, especially if the
part is to be heat-treated.

Fig 6.2 Grooving

6.1.3 Bending:

Bending of sheet metal is a common and vital process in manufacturing industry. Sheet metal
bending is the plastic deformation of the work over an axis, creating a change in the part's
geometry. Similar to other metal forming processes, bending changes the shape of the work
piece, while the volume of material will remain the same. In some cases bending may produce
a small change in sheet thickness. For most operations, however, bending will produce
essentially no change in the thickness of the sheet metal. In addition to creating a desired
geometric form, bending is also used to impart strength and stiffness to sheet metal, to change
a part's moment of inertia, for cosmetic appearance and to eliminate sharp edges.

Metal bending enacts both tension and compression within the material. Mechanical principles
of metals, particularly with regard to elastic and plastic deformation, are important to
understanding sheet metal bending and are discussed in the fundamentals of metal forming
section. The effect that material properties will have in response to the conditions of
manufacture will be a factor in sheet metal process design. Usually sheet metal bending is
performed cold but sometimes the work may be heated, to either warm or hot working
temperature.

49
Most sheet metal bending operations involve a punch die type setup, although not always.
There are many different punch die geometries, setups and fixtures. Tooling can be specific to
a bending process and a desired angle of bend. Bending die materials are typically gray iron,
or carbon steel, but depending on the work piece, the range of punch-die materials varies from
hardwood to carbides. Force for the punch and die action will usually be provided by a press.
A work piece may undergo several metal bending processes. Sometimes it will take a series of
different punch and die operations to create a single bend. Or many progressive bending
operations to form a certain geometry.

Fig 6.3 Pipe Bending Machine

6.1.4 Cutting:

A cutting tool or cutter is any tool that is used to remove material from the work piece by
means of shear deformation. Cutting may be accomplished by single-point or multipoint tools.
Single-point tools are used in turning, shaping, planning and similar operations, and remove
material by means of one cutting edge. Milling and drilling tools are often multipoint tools.
Grinding tools are also multipoint tools. Each grain of abrasive functions as a microscopic
single-point cutting edge (although of high negative rake angle), and shears a tiny chip.

Cutting tool materials must be harder than the material which is to be cut, and the tool must be
able to withstand the heat generated in the metal-cutting process. Also, the tool must have a
specific geometry, with clearance angles designed so that the cutting edge can contact the
workpiece without the rest of the tool dragging on the workpiece surface. The angle of the
cutting face is also important, as is the flute width, number of flutes or teeth, and margin size.

50
In order to have a long working life, all of the above must be optimized, plus the speeds and
feeds at which the tool is run.

The cutting edge of a cutting tool is a very important for the performance of the cutting
process. The main features of the cutting edge are:

• form of the cutting edge: radius or waterfall

• cutting edge angles (free angle and rake angle)
• form and size of the chamfers

6.2 Manufacturing Process

6.2.1 Material used for Manufacturing

AISI 1018 mild steel pipes of 1” diameter and 2 mm thickness are used for the
manufacturing of the Go-Kart Chassis.

6.2.2 Material Availability

AISI 1018 is more readily available. It comes in many different sizes and shapes
including squares, hexagons, rounds and flats, and both hot and cold rolled forms are made.

6.2.3 Cost of material

The cost of AISI 1018 Mild steel seamless pipes is Rs.252.25 /- per kg weight of the
pipe, or Rs.336/- per meter.

6.2.4 Reason for Selection of the material

AISI 1018 which falls under the category of low/mild carbon steel which offers good
weldability. It can be welded by using all the conventional type of welding say (gas, resistance

51
& arc welding). Also, can be instantly welded by all the conventional welding processes.
(SMAW, TIG, MIG, SAW etc.)
AISI 1018 mild/low carbon steel offers a good balance of toughness, strength and
ductility provided with higher mechanical properties.

6.3 Cutting, Bending and Welding process

6.3.1 Cutting Process

The cutting of the chassis material pipes is done with the help of the Hand cutting
machine

Fig. 6.5 Hand cutting Machine

Fig. 6.4 Cutting process Fig. 6.6 Cutting of chassis material

6.3.2 Bending Process

The bending process of the chassis is performed on a hydraulic bending machine

equipment. The equipment with the help of hydraulic power is been used for bending of the
chassis pipe frame. With the help of 1inch diameter hydraulic press dies the bending has been
processed.

52
The following figures explains about bending’s which has been performed.

Fig. 6.7 Chassis frame bending’s Fig. 6.8 Hoop of the Go-kart bending’s

Fig. 6.9 Bending machine Fig. 6.10 Hydraulic Bending machine with dies

6.3.3 Welding Process

The welding process for joining the pipes and making the chassis is done with the TIG
Welding process.

TIG welding process is chosen for the following reasons:

▪ Is easily applied to thin materials,

▪ Produces very high-quality, superior welds,
▪ Welds can be made with or without filler metal,
▪ Provides precise control of welding variables (i.e. heat),
▪ Welding yields low distortion,
▪ Leaves no slag or splatter.

53
In TIG welding, an arc is formed between a non-consumable tungsten electrode and the metal
being welded. Gas is fed through the torch to shield the electrode and molten weld pool. If
filler wire is used, it is added to the weld pool separately.

The illustration that follow provide a schematic showing how the TIG welding process works

Fig. 6.11 TIG Welding Process

6.4 Cost of manufacturing

DESCRIPTION COST (Rs.)

Purchase of material AISI 1018 pipes 10090/-
Cutting cost 300/-
Bending cost 1200/-
Welding cost 5000/-
Red Oxide cost 100/-
Painting cost 300/-
TOTAL 16990/-
Table 6.1 Cost of Manufacturing

54
CHAPTER 7
RESULTS

55
 CHAPTER 7

RESULTS
7.1 Results
The conclusion of the safety analysis with result is tabulated as:

FACTORS FRONT IMPACT SIDE IMPACT REAR IMPACT TOTAL LOAD

Impact Force 3504 N 2634 N 2732 N 1765 N

Stress Generated 121.39 MPa 75.161 MPa 119.24 MPa 68.056 MPa

Total 0.30902 mm 0.30161 mm 0.09321 mm 0.3585 mm

Deformation

From computational analysis maximum total deformation = 0.3585 mm

From the analytical calculations the maximum total deformation = 0.513 mm.

The Maximum stress obtained in the analysis = 68.056 MPa

The from analytical method = 191.457 MPa.

Since the analytical value are less than computational values, we can say that the design is
safe.

7.2 Chassis Specifications without Bumpers

CHASSIS MODEL VALUE

Wheel base 1140 mm
Wheel track 940 mm
Overall length 1724 mm
Overall width 1190 mm
Overall weight with driver 180 Kg
Material AISI 1018 Mild Steel

Table 7.1 Chassis Specifications without Bumpers

56
7.2 Chassis Specifications with Bumpers

CHASSIS MODEL VALUE

Overall length 2090 mm
Overall width 1190 mm

Table 7.2 Chassis Specifications with Bumpers

57
 CHAPTER 8
CONCLUSION & FUTURE SCOPE

58
 CHAPTER 8

CONCLUSION & FUTURE SCOPE

8.1 Conclusion

The design, dynamic analysis and manufacturing of chassis has been performed with the help
of designing software CATIA and the analysis of Go-Kart i.e.; Total Deformation and
Maximum Stress values are under safe conditions as we compared it with Analytical
calculations.

It was found that the FOS = 1.932 which is more than 1, that concludes that our chassis design
is safe and material used i.e.; AISI 1018 Mild Steel is best material for manufacturing of Go-
Kart Chassis.

According to the computational analysis maximum total deformation was 0.3585 mm and
from the analytical calculations the maximum total deformation is 0.513 mm. The Maximum
stress obtained in the analysis is 68.056 MPa and that of analytical method is 191.457 MPa.
Since the analytical value are less than computational values, we can say that the design is
safe.

8.2 Future Scope

As of now, Go-Karts are only used for recreational purposes in India. But there are Automobile
manufactures which produce high performance Go-Karts which are street legal. For example,
Ariel Atom manufactured by Ariel Motor Company and KTM X-Bow manufactured by KTM. So
in future, Go-Karts can be used as a people’s mover, which are after and gives high comfort.

1. The Kart is very feasible for day-to-day travel similar to motorbike. The Kart is much
comfortable which supports the driver for easy riding.
2. Mileage efficient vehicle in comparison with any other four wheelers. Very Less
weight compared to a small car and comparable to a motorbike. It provides better
safety than a two-wheeler vehicle.

59
 CHAPTER 9
REFERENCES

60
 CHAPTER 9
REFERENCES

BOOKS,
[1] HERB ADAMS," CHASSIS ENGINEERING”.
[2] R.K. Rajput, “Strength of materials”.
[3] V.B. Bhandari, “Design of Machine Elements”.

JOURNAL PAPERS,
[1] A.Hari Kumar, V.Deepanjali, “Design &Analysis Of Automobile
Chassis”,International Journal Of Engineering Science And Innovative Technology
(Ijesit),Volume 5, Issue 1, January 2016, Issn: 2319-5967.
[2] Abhinay Nilawar, Harmeet Singh Nannade, Amey Pohankar, Nikhil Selokar,
“DESIGN OF GO-KART”, Maharashtra,India, IJFEAT, ISSN: 2321-8134.
[3] Koustubh Hajare, Yuvraj Shet, Ankush Khot, “A Review Paper On Design And
Analysis Of A Go-Kart Chassis”, IJETMAS, Volume 4, ISSUE 2, ISSN 2349-
4476, February 2016.
[4] Rahul Thavai, Quazi Shahezad, Mirza Shahrukh, Mukri Arman, Khan Imran,
“STATIC ANALYSIS OF GO-KART CHASSIS BY ANALYTICAL AND
SOLID WORKS SIMULATION”, IJMER, ISSN: 2249–6645 , Vol. 5 ,Issue 4,
Apr. 2015.
[5] Shaik Himam Saheb, Govardhana Reddy, Md. Hameed ‘DESIGN REPORT OF A
GO KART VEHICLE’ International Journal of Engineering Applied Sciences and
Technology, Vol. 1, Issue 9, ISSN No. 2455-2143, Pages 95-102, 2016.
[6] Sannake Aniket S.,Shaikh Sameer R., Khandare Shubham A., Prof. S.A.Nehatrao,
“Design and Analysis of Go-kart Chassis” IJARIIE-ISSN(O)-2395-4396, Volume
3, Issue 2, 2017.
[7] Koustubh Hajare, Yuvraj Shet, Ankush Khot, “A Review Paper on Design and
Analysis of a Go-Kart Chassis” International Journal of Engineering Technology,
Management and Applied Sciences, ISSN 2349-4476, Volume 4, Issue 2, Feb 2016

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