DESIGN REPORT OF THE GOKART VEHICLE–

This design report of the Eco kart vehicle – The Polar Crown, deals with the engineering and
designing processes that we followed in the development of each and every working system of
the vehicle. The system designs were made through detailed analysis of the user and vehicle
requirements. With this as the base of the designing criteria for the systems are drawn using
SOLID WORKS. They are virtually simulated under real time simulations by ANSYS and
SOLIDWORKS taking possible number of parameters as constraints. Design validation,
DFMEA and Project Planning were done using Microsoft office and Smart Sheets.

1. Introduction

The initial point of design process started 4 Frame Material Yield strength = 303
with the driver ergonomics and adding to it MPa
was safety and cost effectiveness. A ASTM A106 - Carbon = 0.3 %
Grade B Density=7700Kg/m3
tentative design was made tailoring to the
5 Weight 175 kg
initial target values. Then further changes
6 Steering Ackerman steering
were made to the design considering the Ratio = 1:1
driver sitting virtually inside an assumed 7 Brakes Disc Brakes Calipers
model and finally modified. The design was – Maruti Alto
done under newer constraints and real time Master Cylinder –
simulations were done to analyze the Maruti Omni
systems. TQM tools and Design tools were 8 Wheels 16*4*3.5 Inch
Honda Activa
used to validate the final output.
9 Ground 5.12 Inch
2. Vehicle Technical Specification Clearance

S.no Technical Specification

description 3. Target Performance Value
1 Dimensions
Overall length 1935 mm The target performance of various systems
Overall width 1280 mm are calculated through various methods
Overall height 547 mm which are explained in detail in the later
2 Motor 2 pole, PMDC, 48 section. The following are the target
V, 800 W constraints of our ECOKART vehicle we
3 Drive Train Continuously were indented to meet the during the design
variable
process.
transmission CVT–
Chain sprocket ratio
0.76 SCOOTY PEP
3.1 Braking System
3.1.1 Braking force
Target braking for our vehicle was
calculated as 2271.5 N. The calculations are
explained in the later section of braking
system.
3.1.2 Stopping Distance
Target stopping distance optimal for our
vehicle was calculated to be10.94m.
3.2 Steering System
The target criterion for the steering system is
100 % Ackerman steering with a 1:1 ratio.
3.2.1 Turning radius
The target turning radius of the vehicle was
calculated to be 2.3m.
3.3 Drive and Transmission System
3.3.1 Maximum velocity
The maximum velocity to be obtained by
our vehicle is targeted to be 16.16 m/s
taking all other constraints of the vehicle
dynamic parameters.
3.3.2 Gradability
The Gradability of our vehicle is targeted to
be 25.8̊
4. 3D Model of the vehicle
The 3D model of the vehicle shown here is
designed in the modeling software SOLID
WORKS.
The Frame design was made according to
the loops and it is assembled with various
other system components modeled in
SOLID WORKS.
System models very virtually evaluated
through various simulation soft wares such
as ANSYS, SOLID WORKS, Etc…
The driver is seated and ergonomics were
checked virtually.
5. Frame Design
5.1 The Frame Material Selection
The design was made based on the driver
ergonomics. A material of less weight
without compensating the strength was
taken into consideration to make the vehicle
lesser in weight and optimizing the overall
performance. The material was found to suit
our consideration well as it had yield
strength 303MPa and a density of 7700
Kg/m3.The simulation was done with
ANSYS with ASTMA106 Grade B and its
physical properties were given as input
parameters. The dimensions we settled for
the frame material was 1.18 inch diameter
(30mm) and 5mm thickness. The thickness
was made minimal to have possible weight
reduction and the section is tubular with
above mentioned dimensions.
5.2Properties of Frame Materials
Material –ASTM A106 Grade B
Yield strength – 303MPa
Carbon composition – 0.3% c
Frame material weight – 30Kg
The strength is good and the weight is
comparatively very less to other available
materials as per specifications. Moreover the
material we chose is easily available in local the load applied. The stress and
markets. Hence this becomes the ideal displacement values are within the
selection of material for frame. permissible values.

5.3Frame Design Consideration 5.3.2 Rear Impact

The main criteria in analysis were the factor
of safety, even stress distribution and the
maximum stress induced. The energy rate is
used as the load on the nodes.
5.3.1 Front Impact
The energy for the impact is calculated as
12160N, by means of the following formula,
The rear impact load is same as the front
impact considering a vehicle at 16.16 m/s
speed and is applied to the nodes with the
front completely constrained this time. The
stress and displacement values are well
within the permissible levels.

1
𝐸𝑛𝑒𝑟𝑔𝑦 = × 𝑚 × 𝑢2
4
The mass is considered to be 175 Kg with a
desirable factor of safety and the velocity is
considered to be 16.16 m/s.

1
𝐸𝑛𝑒𝑟𝑔𝑦 = × 175 × 16.162 = 11500 𝑁
4
The energy calculated for one second is the 5.3.3 Side Impact
load to be applied for the above mentioned For the side impact, the calculated preset
test.The load for one second impact comes load is used for font impact and rear impact
to 11500 N. test. In this the load is applied along the side
face of the frame and the other side wheels
are constrained referring to the frame.The
stress and the displacement values are within
the permissible values.

For the front impact test the front nodes are

applied with the load calculated. The rear is
completely constrained and the allowing
displacement to occur only in direction of
5.3.4 Bump
For bump test the energy rate is calculated
as of
1
𝐸𝑛𝑒𝑟𝑔𝑦 = ×𝑚×𝑢
2
1
𝐸𝑛𝑒𝑟𝑔𝑦 = × 175 × 16.16 = 1458.65𝑁
2
And the impact time is calculated for one
second. Hence load is calculated from the
energy rate for the rear bump, driver weight
is included in the load applied.
The bump test is carried out by applying
loads at the respective wheel mounting
location and constraining all other three
wheel mounting points. The stress and
displacement values are well within the
permissible levels.
5.3.5 Frame Performance Parameters
The minimum factor safety from the various
tests comes to around 1.94. This shows that
our frame design is safe. The real time
simulations were done using ANSYS and
SOLIDWORKS.
The loops were designed with in the guide
lines of ECOKART rule book. The
simulation test results prove that the design
is completely safe.
6. Transmission
The arrangement of transmission system in
our eco vehicle starts from the motor that is
connected to a 0.76:1 ratio sprocket with
freewheeling by means of a chain linkage.
Freewheeling is provided to avoid reversing
of the direction of the motor’s rotor. The
motor sprocket is connected to a
Continuously Variable Transmission (CVT)
which is further connected to a 1:1 ratio
sprocket with freewheeling by means of a
second chain. This chain connects a sprocket
attached to the power shaft or the rear shaft
in which the rear axle is attached and the
rear axle rotates as motor rotates by means
of this mechanism.
6.1 Chain – Sprocket : No.1 (B/w Motor
and CVT)
No of teeth in motor sprocket: 17 teeth
No of teeth in Pinion: 13 teeth
Ratio : 0.76
6.2 Chain – Sprocket : No.2 (B/w CVT
and Rear shaft)
No of teeth in Pinion and CVT sprocket : 13
The CVT has a centrifugal clutch that
engages at 1400 rpm.
6.3 Calculations
1) Motor RPM : 1320 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
 CVT input RPM=1737 RPM
CVT Ratio at 1737 RPM is 22.11
Power shaft rpm = 1737/22.11
= 78.56 RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 78.56*3.14*0.4128*60*10-3
= 6.1 Kmph
2) Motor RPM : 1680 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
CVT input RPM= 2210.52 RPM
CVT Ratio at 2210.52 RPM is 16.71
Power shaft rpm = 2210.52/16.71
= 132.28 RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 132.28*3.14*0.4128*60*10-3
=10.29 Kmph
3) Motor RPM : 2100 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
CVT input RPM=2763RPM
CVT Ratio at 2763 RPM is 10.80
Power shaft rpm = 2763/10.80 =
255.833 RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 255.833*3.14*0.4128*60*10-3
= 19.9 Kmph
4) Motor RPM : 2280 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
CVT input RPM=3000RPM
CVT Ratio at 3000 RPM is 8.997
Power shaft rpm = 3000/8.997 =
333.44RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 333.44*3.14*0.4128*60*10-3
= 25.93 Kmph
5) Motor RPM : 2520 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
CVT input RPM= 3315.78PM
CVT Ratio at 3315.78 RPM is 6.584
Power shaft rpm = 3315.78/6.584 =
503.61 RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 503.61*3.14*0.4128*60*10-3
= 39.17 Kmph
6) Motor RPM : 3600 rpm
Wheel diameter : 0.4128m (16 inch)
Primary Reduction = 0.76
CVT input RPM= 4736.84 RPM
CVT Ratio at4736.84 RPM is 6.33
Power shaft rpm = 4736.84/6.33 =
748.31 RPM
Speed (Kmph) = Power shaft rpm *
𝜋* Wheel Dia * 60 /1000
= 748.31*3.14*0.4128*60*10-3 =
58.2 Kmph
6.4 Torque Exerted on the wheels
The maximum motor torque = 12.8 Nm
Transmission efficiency = 70% = 0.7
Formula
Drive torque (Nm) = Motor Torque *
combined gear ratio * transmission
efficiency
Combined gear ratio = Primary reduction * 1) Ɵ = sin-1( 729.45 / (175 * 9.81))=
CVT Ratio 25.81
2) Ɵ = sin ( 278.92 / (175 * 9.81)) =
-1
Calculation
18.7
1) Drive Torque = 12.8*0.76*22.11*0.7 = 3) Ɵ = sin ( 232.46 / (175 * 9.81)) =
-1

150.56 N-m 11.97

2) Drive Torque = 12.8*0.76*16.71*0.7 = 4) Ɵ = sin ( 189.29 / (175 * 9.81)) =
-1

113.78 N-m 9.95

3) Drive Torque =12.8*0.76*10.80*0.7 = 5) Ɵ = sin ( 167.34 / (175 * 9.81)) =
-1

73.54 N-m 7.26

4) Drive Torque =12.8*0.76*8.997*0.7 = 6) Ɵ = sin ( 159.39 / (175 * 9.81)) =
-1

61.26 N-m 6.98

5) Drive Torque =12.8*0.76*6.584*0.7 =
44.83 N-m
6) Drive Torque =12.8*0.76*6.33*0.7 =
43.104 N-m
6.5 Vehicle Tractive Effort (or) Drive
Torque
Formula
Drive Force = Drive torque / Wheel Radius
Calculation
1) 150.56/0.2064 = 729.45 N
2) 113.78/0.2064 = 551.26 N
3) 73.54/0.2064 = 356.29 N
4) 61.26/0.2064 = 296.80 N
5) 44.83/0.2064 = 217.20 N
6) 43.104/0.2064 = 208.84 N
7. Braking System
7.1 Design Methodology
 List design criteria or requirements
 Calculate the tyre forces in static
condition
 Assign maximum deceleration of the
vehicle
 Calculate target stopping distance
and target braking force
 Select optimum brake parts which in
combination help achieve target
 Optimize brake design

6.6 Gradability
7.1.1 Tyre force in static condition
Drive force = mg sin Ɵ
Total weight of the vehicle under static
m = 175 kg condition = 175 kg
g = 9.81 m/s-2 Wheel Base (l) = 51.18”
Ɵ = sin-1 ( Drive force / mg ) Distance of CG from front axle= 32.18”
Distance of CG from rear axle= 19”
Calculation Force on front wheels (2FZ1) = m*g*a1/l =
1079.42 N
Force on rear wheels (2FZ2) = m*g*a2/l =
637.32 N with the selected components
Using the values of 2FZ1 and 2FZ2 we have
calculated the weight distribution to be
63/37 in favor of front.
7.1.2 Calculation of target performance of
the braking system
Maximum deceleration = 1.32g
Total weight of the vehicle = 175 kg
Maximum velocity of the vehicle= 16.67m/s
Target braking force = deceleration * total
mass = 12.98 * 175 = 2271.5 N
Target stopping distance = Max velocity 2 /
(2 * max.deceleration) = 10.94 m
7.1.3 Design of brake system elements
Brake pedal
Passenger cars generally use a pedal ratio of
4 to 6. We select a pedal ratio of 4, i.e.,
when the driver applies 1N force it gets
multiplied by 4 times to produce a 4 N force.
Master cylinder
Analyzing the available ones, we chose the
master cylinder MARUTI OMNI. The
piston diameter of the MC is 19.05 mm.
Caliper and Rotor Selection
We compared the rotor caliper assemblies of
two OE namely Hyundai Santro and Maruti
Alto. Finally we zeroed in on Maruti ALTO
which had the following dimensions
Dimensions of the rotor = 230 mm
Caliper piston Diameter = 42 mm
7.1.4 Calculation of stopping distance
Maximum force a driver can apply is 22 kgf.
Force on the Master cylinder piston (FMC)
= 22*9.81*4 = 863.28 N
Area of the MC Piston (AMC) =
π*0.019052/4 = 2.85*10-4m2
Pressure developed in the system (P) = force
/ area = 863.28/(2.85*10-4)
= 3031179.775 N/m2
Since the pressure in the system is entirely
the same,
Therefore, the force on the brake caliper
(FCAL) = P * ACAL
= 4199.524 N
Therefore the force on the rotor = 4199.524
* 2 = 8399.04N
Total friction force = Clamp force *
Coefficient of friction = 8399.04 * 0.3 =
2519.71 N
Therefore the torque on the rotor = Friction
force * effective rotor radius
= 2519.71 * 0.09165 = 230.814 Nm
Therefore the force acting on one tyre =
Torque on rotor / radius of tyre
= 230.814 / 0.2032 = 1135.8957 N
Total brake force using selected brake force
= 1135.8957 * 2 = 2271.7914 N
Deceleration = Force / mass =
2271.7914/175 = 12.98 m/s2
Stopping Distance = (Max velocity)2 / (2 * motor’s positive terminal and the negative is
deceleration) = 16.672/(2*12.98) = 10.74 m grounded.

Since this system meets the target

performance, we go ahead with the design

Maximum Deceleration = 2271.7914 /

(175*9.81) = 1.32g

7.1.5 Calculating dynamic weight

Transfer and Brake Distribution

Weight transfer = Weight of the vehicle *

max deceleration* height of COG/Wheel
base= 98.77 N 8.1 Pulse Width Modulation (PWM)

Dynamic load on the front wheels during

braking = Static front load + weight transfer
= 1178.19 N

Dynamic load on the rear wheels during

braking = static rear load – weight transfer =
538.55 N

Torque required to stop front wheel =

dynamic load / 2 * Radius/2 * 1.32 = 79 Nm

Torque required to stop rear wheel =

dynamic load/2*Radius/2*1.32 = 36.11 Nm

8 Electricals

The electrical circuit of the design comprises

of 4 Batteries (12V, 20 Ah) connected in
series as shown in the figure. The series
connection of batteries is in turn connected
to a Pulse Width Modulation circuit that is
used to control the speed of the motor by Pulse-width modulation (PWM), or pulse-
means of varying voltage supply to it. The duration modulation (PDM), is a modulation
Pulse Width Modulation is connected to the technique that conforms the width of the
pulse, formally the pulse duration, based on
modulator signal information. Although this
modulation technique can be used to encode
information for transmission, its main use is
to allow the control of the power supplied to
electrical devices, especially to inertial loads
such as motor.
The average value of voltage (and current)
fed to the load is controlled by turning the
switch between supply and load on and off
at a fast pace. The longer the switch is on
compared to the off periods, the higher the
power supplied to the load is.
Pulse Width Modulation, as it applies to
motor control is a way of delivering energy
through a succession of pulses rather than a
continuously varying analog signal. By
increasing or decreasing pulse width, the
controller regulates energy flow to the motor
shaft. The motor’s own inductance acts like
a filter, storing energy during the ‘ON’
Cycle while releasing it at a rate
corresponding to the input or reference
signal. In other words, energy flows into the
load not so much the switching frequency,
but at the reference frequency.
PWM is somewhat like pushing a
playground style merry go round. The
energy of each push is stored in the inertia
of the heavy platform, which accelerates
gradually with harder, more frequent, or
longer lasting pushes. The riders receive the
kinetic energy in a very different manner
than how it is applied.
9. Steering
The steering system used in our vehicle has
its tie rod directly connected to the steering
rod in the ratio of 1:1. The Ackermann angle
of this type of steering is calculated as
follows:
Track width (TW) = 1040 mm
Wheel base (WB) = 1300 mm
𝑇𝑟𝑎𝑐𝑘 𝑊𝑖𝑑𝑡ℎ
( )
𝛽 = 𝑡𝑎𝑛 −1
[ 2
]
𝑊ℎ𝑒𝑒𝑙 𝐵𝑎𝑠𝑒
𝛽 = 21°48′ 5.07′′
Where 10. Innovation

β = Ackermann angle 10.1 Continuously Variable Transmission

𝑇𝑊 − (2 × 𝐴𝑐𝑘𝑒𝑟𝑚𝑎𝑛𝑛 𝑎𝑟𝑚) = sin 𝛽 10.2 Frame Optimization

𝐴𝑐𝑘𝑒𝑟𝑚𝑎𝑛𝑛 𝑎𝑟𝑚 = 519.8143 𝑚𝑚

The value of turning radius is assumed to be

2.3m. Also the values of TW and WB are
1040mm and 1300mm. Substituting these
values, the value of Ackermann arm is found
to be 519.8143mm. Now, the values of inner
and outer angles are:

𝑅 = (𝑅𝐼 2 + 𝑇𝑊 2 )0.5

𝑅𝐼 = 2051.4385𝑚𝑚

𝑇𝑊 𝑊𝐵
𝑅𝐼 = ( )+( )
tan 𝛼2 2

𝑜𝑢𝑡𝑒𝑟 𝑎𝑛𝑔𝑙𝑒 𝛼2 = 36.6053°

1 1 𝑊𝐵
( )+( )=
tan 𝛼1 tan 𝛼2 𝑇𝑊

𝑖𝑛𝑛𝑒𝑟 𝑎𝑛𝑔𝑙𝑒 𝛼1 = 26.6478°