“TEAM PHANTOM 2.

0 ”
CHANDIGARH ENGINEERING COLLEGE

LANDRAN, MOHALI, PUNJAB

PRESENTING

DESIGN REPORT

ON GO-KART
ABSTRACT-
The design objectives set out to be achieved were three
The objective of this report is to highlight the final simple goals applied to every component of the car:
durable, light-weight, and high performance, to
design report of team Phantom2.0 Go-Kart optimizing the design by avoiding over designing, which
vehicle to compete in Indian Superkarting Series-2 would also help in reducing the cost.

The Team’s primary objective is to design a safe and With this we had a view of our kart. This started our goal
functional vehicle based on a rigid and nearly torsion- and we set up some parameters for our work, distributed
free frame, well mounted power trained to understand ourselves in groups.
the finer aspects of vehicle design with the ulterior
motive of fabricating prototype vehicle that could be Sub-Teams for Design
manufactured for consumer sale, while strictly
adhering to the competition rule. The secondary
• Frame design
objective is to enhance driver’s comfort and safety,
• Body and Composites
and to increase the performance and maneuverability
of the vehicle. • Steering system design
• Brake and Wheels
To achieve our goal the team has been divided into • Drive train design
core groups responsible for the design and • Electrical design
optimization of major sub-systems which were later
integrated into the final blueprint. We proceeded by setting up the budget for the project.
Throughout the design process we distributed the budget
in such a way that if we assign more money to one
system, we reduce that amount from some other system.
INTRODUCTION-
We approached our design by considering all possible
alternatives for a system & modeling them in CAD DESIGN OF VEHICLE
software like CATIA, Pro-E etc. and subjected to
analysis using ANSYS FEA software. Based on The design section of this report is broken into four
analyses result, the model was modified and retested Major topics-
and a final design was frozen.
• The design objectives
The design process of the vehicle is iterative and is • The design calculations and analysis
based on various engineering and reverse engineering • Considerations
processes depending upon the availability, cost and • Testing
other such factors. So the design process focuses on
following objectives: Based on the overall design objectives of durability,
performance, and light- weight design, the component is
Safety, Serviceability, Strength, ruggedness, evaluated by the design team and must meet all of the
Standardization, Cost, Driving feel and ergonomics, criteria to become a part of the overall successful design
alternatives were also considered during each process and
testing commenced once the chosen design met the design
objectives.

Krishan Kumar Verma FRAME DESIGN

(CAPTAIN)
CHANDIGARH ENGINEERING COLLEGE
LANDRAN, MOHALI,PUNJAB OBJECTIVE

The frame is designed to meet the technical

requirements of competition the objective of the chassis
is to encapsulate all components of the kart, including a because it has structural properties that provide a low
driver, efficiently and safely. Principal aspects of the weight to strength ratio.
chassis focused on during the design and 1 inch diameter tube with a thicker wall is used instead of
implementation included driver safety, drive train 1.25 inch diameter tube with a thinner wall for
integration, and structural weight, and operator manufacturability purposes. Although the thinner wall,
ergonomic. The number one priority in the chassis 1.5 inch diameter tube would be slightly lighter than the
design was driver safety. By the competition rules and thicker wall, 1 inch diameter tube, it would have been
Finite Element Analysis (FEA), the design assured. more material and more difficult to weld. Then it is also
assured by analysis in ANSYS software. The various
Physical properties of the material are as follow-
DESIGN
S.N. PROPERTIES VALUES
The main component of the frame are divided into the 1) Tensile strength, Ultimate 440 MPa
two major parts first the front block (cockpit) for 2) Tensile strength, Yield 370 MPa
steering and seat positions etc. and second rear block 3) Bulk Modulus 140 GPa
(engine compartment) for transmission and brake
4) Shear Modulus 80 GPa
assembly. Both the blocks are separated by the firewall.
The frame modal can be viewed as shown below- 5) Modulus of Elasticity 205 GPa
6) Poisson’s ratio 0.29
7) Elongation at break 16%

The chemical composition of the material is as -

Carbon C = 0.14 – 0.20 %

Manganese Mn = 0.60 – 0.90 %
Iron Fe = 98.81 – 99.26 %
Sulphur S = 0.040 %
Phosphorus P = 0.020%

The above mentioned properties satisfy the technical

requirement of material which is to be used in frame.

SAFETY

Roll cage feature were first implemented by keeping on

mind the safety requirement of the event .The first
primary safety standard focused on during design was
maintaining the proper clearance of the driver’s body rest
to the other rigid parts like engine compartment, firewall
structure, and panel bracing of the vehicle. Once the basic
requirements fulfilled the other safety design were
implemented. The chassis was designed to give occupant
extra space to operate the vehicle easily. The place of the
fire extinguisher is designed in the easily accessible point
and also the earthen foam padding is provided over the
The material AISI-1018 is used in the frame design pipes adjacent to driver.
because of its good weld ability relatively soft and
strengthens as well as good manufacturability. A good
strength material is important in a roll cage because the FRAME FEA SAFETY ANALYSIS-
roll cage needs to absorb as much energy as possible to
prevent the roll cage material from fracturing at the time
Aside from exceeding the minimum material requirement
of high impact. AISI- 1018 has chosen for the chassis
set by the discussion in team members. Structural
integrity of the frame was verified by comparing the
analysis result with the standard values of the material.
Theoretical calculated loads were placed on a wireframe
model of the frame at critical points to simulate the
amount of force that the vehicle would undergo from its
own weight and the driver in the event of collision.
Analysis was conducted by use of finite element analysis
FEA on ANSYS software. To conduct finite element
analysis of the chassis an existing design of chassis was
uploaded from the computer stresses were calculated by
simulating three different induced load cases .The load
cases simulated were frontal impact, side impact, and rear SIDE IMPACT ANALYSIS -
impact, A 4-node quadrilateral (Quad4) shell type element
was used when developing the mesh to model the hollow In the case of collision by side impact the value of the
tubing the value of the force in different cases of impacts impact force generated is calculated in the same way as in
is calculated by the procedure as follow- front impact.

For the side impact the velocity of vehicle is taken 48

FRONT IMPACT ANALYSIS- kmph or 13.3m/s according to ENCAP Standard and
Then the force is calculated i.e.-
Generally in the case of pure elastic collision in frontal
impact the linear velocity remains at 64 Kmph F = P × ∆T
according to ENCAP (The European new car Where,
assessment program) P=M×V
P = 150 × 13.3
Hence the value of force is calculated by mass moment P = 1995 kgm/s
Equation that is-
The side impact force –
F = P×∆T
F = 1995 × 1.10
Where ∆T is the duration of time, generally the collision F = 2195 N.
takes place for a very short duration of time. We
assumed this time as ∆T = 1.01 seconds. And the gross Hence the calculated force were placed on one side of the
weight of the vehicle is modal of frame while keeping another side fixed and the
Estimated some around (M=150 KG), hence the moment stresses were simulated the image is shown as-
of the vehicle at 64 kmph or 17.8 m/s that is-

P=M×V
P = 150 × 17.8
P =2670 kgm/s

And the frontal impact force i.e.-

F = P × ∆T
F = 2670 × 1.10
F = 2937 N

Now the calculated force were placed on the frontal

part of frame by keeping the rear part fix on ANSYS
the result along with the image as-
REAR IMPACT ANALYSIS –
 The rear impact force is also calculated in the same applied to the known material and geometry. They also
way as remaining two. In this case the velocity of assure the safety of the frame in the different cases of
collision were taken 50kmph or 13.8m/s by the impacts. However, these loading scenarios generally do
calculations and also as according to the ENCAP not exactly represent actual impact modes
standards .the calculations are as-
To accurately depict an impact or collision incident,
P=M×V dynamic loading would have to be used to simulate the
P = 150 × 13.8 types of impact loading that would occur during an actual
P = 2070kgm/s collision. It would be very difficult to accurately model
this event without known data gathered from an actual
And the rear impact force- 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.
F = P× ∆T
F = 2070 × 1.10 With the data collected from the FEA simulations, the roll
F = 2277 N cage was found to have a theoretical factor of safety of
approximately more than 2.0. This result also illustrate
that the frame ensure 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
Hence the calculated value of the rear impact force
escape in the required amount of time.
was placed on the rear part of the frame while keeping
the frontal part fixed. The analysis result is shown as –
FRAME DESIGN CONSIDERATIONS-

Consideratio Priority Reason

Hence the conclusion of the safety analysis with result is -n
tabulated as- Light- Essential A light race car is a fast race
Weight car
FACTORS FRONT REAR SIDE Durable Essential Must not deform during
Impact Force 2937 N 2277 N 2195 N rugged driving
Meet Essential Must meet requirements to
Stress 173.9 MPa 179 MPa 153.1 MPa Requireme- compete
nts
Generated
Simple High Majority of frame fabrication
Total 0.6 mm 0.19 mm 0.93 mm
Frame done in workshop
Deformation
Attractive Desired Easier to sell an aesthetically
F.O.S. 3.09 1.5 1.99
Design pleasing vehicle
Cost Low Car needs to be within budget
The factor of safety is determined by the using the
Formula i.e.-

SAFETY HARNESS-
The results from these different analysis modes are
accurate for the type and amount of loading that was
 A five point racing harness attached to the most rigid determining defined goals for the chassis and employing
members of the roll cage was utilized to ensure the the correct material in the best places to accomplish those
maximum amount of driver safety restraint. Attaching goals. Once baseline safety design requirements were
the seat belts to the most rigid and structural chassis met, FEA aided the material decision making process.
components guarantees reliability of the seat belt under FEA specifically helped to determine whether a member
the extreme forces possible in a collision. Using a was under high or low stresses, in the scenarios discussed
quick release lever style seat belt clasp gives the driver previously, making the chassis design process efficient
the ability to get out of the vehicle in a safe amount of and effective .Chassis members were made out of 0.8 inch
time in. The safety restraints provided in the car will be (2mm) wall thinness and 1.25 inch outer diameter AISI -
sufficient for keeping a driver safe in the event of a 1018, this material was chosen because of its weight
collision, while still allowing the driver to escape in the reduction capability and beneficial material properties, as
required amount of time. was stated previously. Through accurately determining
stresses on the chassis in different scenarios, weight
STRUCTURAL RIGIDITY- reduction was able to be maximized through material
selection and placement also the simplicity of the frame
design that is use of less number of members tends to
Overall frame structural rigidity is important to enhance
reduction in the weight. The final weight of the chassis
the capabilities of a 4-wheeler vehicle. To measure the
was measured on software is 7.77kg and the gross (final)
overall frame rigidity, tensional rigidity analysis was
weight of the vehicle along with the driver is estimated to
conducted through FEA. The objective of the tensional
be 150kg.
rigidity analysis was to manipulate the chassis design
within the FEA software to increase the amount of
torque per degree of chassis deflection. By
theoretically increasing this value, the actual vehicle ASTHETIC
could have the ability to be more torsion-ally rigid,
making it able to withstand more intensive without Aesthetically, the roll cage design is improved by the use
failure. To achieve this analysis, a simulated torque of. of more rounded corners than the straight. The unique use
Which is equivalent to the gross weight is calculated i.e of rounded corners allows for a more pleasing look to the
Gross weight = 135kg And the equivalent force that is – vehicle’s body as well as a reduced number of welded
joints. The use of continuous bended pipes also reduced
F=M×g the no of joints the lack of sharp edges on the roll cage
F = 150× 9.81 allows for the design of more streamlined body panels
F = 1472 N which not only look smoother, but may also have a
positive effect on the overall aerodynamic drag forces.
The calculated force is placed on one of the corner of
the frame while other three corners were kept fixed by MANUFACTURABILITY-
constraining. The deformation and stress were as follow
for the generated stress of 84Mpa.The factor of safety All design work for the go kart championship has done In
obtained is greater than 2.The result is displayed as the Solid works. Using this program to produce three
dimensional model allowed easy revision of prebuilt
designs, and gave design team members a visual picture
Hence according to the result obtained the frame would be of what the frame would look like. After the design of the
torsion-ally rigid. frame was finalized, a list of required support members
was created and the frame modal was modified. The
design for manufacturability, ergonomics, and aesthetics
for the roll cage are favorable for its reproduction,
WEIGHT - serviceability, and comfort. The material selected AISI-
1018 has good manufacturability qualities.
Keeping the frame as light as possible was a top priority. To increase manufacturability, many bends were used as
When power is limited, vehicle weight is a large factor in frame members. These bends not only give the vehicle a
vehicle performance. The frame is one of the largest and sleek, attractive look but also reduce the total amount of
heaviest components of the car, and which is why special frame members and welds between these members
attention was placed on the vehicle’s frame weight. The resulting in a lighter, cheaper, and customized chassis.
strategy utilized to minimize weight consisted of
 By implementing bends into the design of the frame, the made of a matrix reinforced with fibers the polymer is
number of cuts and welds were decreased. Decreasing usually epoxy, infester or polyester thermosetting plastic
the number of cuts and welds lowers the production cost are used in FRP. It is very light material that has desirable
and increases overall chassis strength. For example, by properties for a body panel.
using more bends, A bending die can perform the job of
bending behalf of the welding and joining hence The panels are designed such that they tends to reduce the
reducing man-hours and production costs. All bends aerodynamic moments like pitching from front, yawing
were designed to be made using a tube bender fitted from side and also helps to create the downward force to
with primary die of 10 cm, secondary die of 15cm, and which tends to make the good traction of vehicle with the
tertiary of 30 cm, diameter die, which would eliminate road & also provide the properties necessary to protect the
costly tooling changes from the manufacturing process. driver and vehicle components from rocks and other
debris. When the panels were integrated into the car, the
panels were recessed into the chassis to provide visibility
WELDING - to the chassis members, making the car aesthetically
pleasing.
The material which is used AISI-1018 has good weld
ability. All welds on the vehicle are made using a MIG
(metal inert gas) welding process. SEAT-

MIG welding uses an arc of electricity to create a short The seat in this kart is also designed to be very light it is
circuit between a continuously fed anode (+ the wire fed very simple made of plastic material and is attached to the
gun) and a cathode (- the metal being weld). MIG is chassis by four points only and can be adjusted in angle
selected because it provided the best Control of heat of back rest according to the requirement of the drivers
affected zones while also reducing internal stress in the comfort the back side angle of the seat is at 17 degrees
frame selected it order to allow the weld to flex slightly which is the good position of the drivers body rest
without Cracking. It provides strongest welds, faster according to the ergonomics point of view and is kept
welding speed and is clean and efficient makes welding almost parallel to the fire wall .the seat implemented in
easier. our go kart provides a good combination of weight
reduction and ergonomics.

BODY AND COMPOSITES

STEERING SYSTEM DESIGN
OBJECTIVES
The purpose of the body is to prevent debris from OBJECTIVE
entering the vehicle, with the intent of protecting the
driver and the vehicle’s components. The seat was The steering system is designed to withstand the stress of
designed to support the driver comfortably and safely safely maneuvering the vehicle through any type of
while they are operating the vehicle. possible condition at the time of driving. The purpose of
the steering system is to provide directional control of the
vehicle with minimum input.
DESIGN
The main goal for steering is to have steering radius of 4m
The design of the body and composites has done in the or less and to have 100% Ackerman steering.
cad software and the FRP is selected for the body works
of very less weight.
DESIGN

Simplicity and safety were the main design specifications

BODY PANELS- for the vehicle’s steering system. While designing the
steering system the constraints that we possessed were
The body panels are made out of .080 inch thick FRP center alignment of steering system, track width, human
(fiber reinforced plastic) .FRP is a composite material
 effort at the steering wheel and the desired response of the
steering system.
A Pivot Pin steering arrangement was chosen due to its
light weight, simple design and low cost. Very less play
due to limited number of joints.

We are also introduced the multi sensitive steering

system. This system has a tendency to increase or
decrease the sensitivity of our steering by means of
multiport pivot plate, by changing the position of tie
rod from port one by one. This system provides the
driver simplicity and directional control over vehicle
according to condition.

Our tires is not skidding because the inside front wheel is

angled just a little more than the outside front wheel.

The formulae’s used for steering calculation are: Inner and outer turning angle is calculated by the
Formulae-
R = d/2+Lcosec (A/2+B/2)
Outer angle-
tanA= L(R-d/2) Inside
% Ackerman = angle- tan B = L/
(R + d/2)
Where,
R is the turning radius, Caster angle is the most important factor governing how
L is the length of the car, the kart will handle. It will make the kart more stable in
A is the angle of the inside angle of the wheel Rough condition and the kart’s straight line stability will
Bis the angle of the outside wheel d is the width also be improved.
of the car.
King pin inclination is used to making a steering tend to
To determine the Ackerman percentage, equation (2) return to the straight ahead or Centre position. If kingpin
was used. Given that, 100% Ackerman angle is desired, is incline at 12 degree, it gives self-centering effect and
A at 30-degrees and B at 22-degree was the best option. leads to less steering effort

This gave a turning radius of 1.6 m. In this geometry

when a car taking a relative wide turn, the point where
axel lines intersect is the point about which the car is CALCULATIONS-
turning. This is shown in a fig.
Various calculations are tabulated as follow according to
the vehicle specifications -
Inner Turning Angle 32 deg BRAKE SYSTEM-
Outer Turning Angle 38 deg

Turning Radius 1.6 m

OBJECTIVE

Caster Angle 0deg The purpose of the brakes is to stop the car safely and
effectively. In order to achieve maximum performance
Camber Angle 0deg from the braking system, the brakes have been designed
to lock up rear wheels, while minimizing the cost and
King Pin Inclination 0deg
weight.
Tie Rod Length 10 inch

Steer wheel diameter 10 inch DESIGN

The brake system design includes the single disc at the

FRONT AXLE- rear axle to stop the vehicle. It is mounted in the one third
part position of the axle with opposing the position of
Front axles are also analyzed against the axial load of drive train sprocket hence also enables the good balancing
tie roads that were placed on the port of tie rod joint to requirement.
the front axle while steering is on work.The material
used for the axles is ASI-4140. Master cylinder is used at the front near the brake pedal
Theoretically calculated load of 490 N forces were providing the occupant to easily accessible space. A
placed on the axle in which the stress generated is proper master cylinder bore size was found by doing
under the safe mode and the factor of safety obtained is brake calculations based on the mass, center of gravity,
1.8 hence the overall analysis shows that the axle would master cylinder volume size, and various dimensions of
be safe while working on the specified load conditions. the vehicle. Though braking power increased with a
decrease in bore size, the volume of brake fluid that was
able to be displaced decreased with decreasing bore size.

BRAKE SYSTEM CALCULATIONS-

STEERING DESIGN
CONSIDERATIONS- As we know that the total kinetic energy of a vehicle at
the time of breaking is converted into heat due to the
friction of caliper pad on rotor disc.
Consideration Priority Reason
Kinetic energy, 25000 Nm
Simple Design Essential Minimize weight Where, m = mass of the vehicle = 180kg
to maximize v = velocity of the vehicle = 16.67m/s
Power to weight ratio
of car.
Deceleration of the vehicle is not exceed the value of
Low Steering Essential Quick steering friction between road and tires which is about µ = 0.6.
Ratio response Therefore, the deceleration of the vehicle is 0.6g or 5.88
Ackerman High To avoid skidding .
geometry without using
differentials
Stopping distance of the vehicle is calculated by Newton
Minimize Desired Conser momentum
law’s of motion formulae-
Bump ve
steer while
Steerin
Where,
g
v is the final velocity of the vehicle u is the initial
velocity of the vehicle, a is the acceleration of the
vehicle and S is the distance. Brake specifications-
If brake is applied on the vehicle, the final All the calculated values are tabulated as follow-
velocity of the vehicle is 0, and initial velocity is
16.67 m/s. Vehicle is decelerate by 0.6g. Disk Outer Diameter 200 mm
Therefore,
Disk Inner Diameter 80 mm
Braking Distance, S = 2.5m Thickness of Disk 0.3 cm

Brake Pedal Force 140 N

Stopping time of the vehicle, Pedal Ratio 3:1

v=u+at Coefficient of Friction 0.60

Where,
Brake line pressure 4 MPa
Final velocity is 0, Initial velocity is 16.67 m/s,
and stopping distance is 23.63 m, therefore, Brake Torque 2200 N
t
= u/a Stopping Time 2.8 sec
t = 2.83 s
Stopping Distance 2.5 m

Vehicle is to be stopped at a distance of 2.5 m,

therefore, Having the above values the brake system will work in
proper manner and will satisfy the requirement. Here is
the brake line block diagram which sates the position of
various parts of the brake system-

B.F = 635 N

It is calculated by another r formula,

F = ma
F = 180×0.6×9.81 = 635 N

Brake Torque = Brake Force × Effective radius

of rotor
B.T. = 2200 N

Force applied by the driver on the pedal is taken as

100 N (approx.) and the pedal ratio is 4:1.
The area of the piston of the master cylinder is 1 .

Brake Pressure =
TESTING-
B.P = 4Mpa

Analysis of break mount-

The mount for the brakes was tested using the 3D stress
analysis in ANSYS. The base of the mount was fixed, and
a 110 lb force was applied to the two bolt holes. The
result is shown in figure. The maximum deformation that
occurred in the stress analysis was .002mm at the highest
point on the mount, which is negligible hence will not
affect the design of the brake mount.

The results of disc analysis shows the maximum

heat flux of (4.38×10^6) W/ , and the total temperature
at the contact surface of the disc is 200ºc.
According to the results obtained it is simply defined that
the disc will be in safe mode and the chances of the brake
fading due to overheating would not be occur.

BRAKE DESIGN CONSIDERATIONS-

Considera Priority Reason

tions
Simplicity High Overall goal of vehicle

Performan High Capable of stopping vehicle

-ce
Lightweig High Prevent air bubble within the
-ht brake lines
Reliability Essential Lightweight parts to minimize
total weight
Ergonomi- Essential Optimal pedal assembly fitment
cs to suit every driver

Analysis of break disc-

DRIVE-TRAIN DESIGN
The break disc is also analyzed in thermal module of
ANSYS software in which the disc is analyzed by
placing the boundary conditions as temperature,
convection i.e. (0.8) ,coefficient of thermal expansion OBJECTIVE
the total heat flux is calculated during the process as
well as the heat generation . The results of disc analysis The drive-train is a very important part of the racing cars,
are taking into consideration that all of the car’s power is
transferred through the drive-train system to the ground.
shown as- The challenge is to harness the engine’s 8 brake
horsepower and distribute it to the ground in the most
Total heat efficient way. The drive-train needs to be able to operate
flux- in the lowest and highest gear ratios while performing in
all of the different aspects of the competition.
 ENGINE- OBJECTIVES

 Engine and power transmission-The selection The electronic system for the car was designed to fulfill
of engine was done by considering the rule two key purposes. First, the electronics system supports
the mandatory safety equipment, specifically the kill
book of the event, which came out to use the switch circuit. Second, the electronics provide useful
Honda CBF stunner engine having the capacity instrumentation, in particular a self-start system.
of 124.7cc and maximum power of 11bhp
having 5 linear shifting gears. The power of the
engine came out to maximum in the range with DESIGN
considering the economic factor. The
availability and serviceability of the engine and The car’s electrical system has been designed around two
main power buses, each with an independently fused
its components was also the cause to choose
circuit. These buses are for safety kill switch, and self-
the engine. The chain drive is used to transmit start system.
the power from the engine to the wheels by a
shaft coupled with the rear wheels and the
sprocket. No differential is used in the kart, the Self-start-
direct transmission shaft is only used. The
sprocket ratio used is 14:30 to achieve the -In self-start system, driver starts his engine without any
speed of 80km/hr with the acceleration of effort with the help of D.C motor. The self-start is directly
connected to the battery with the relay and switch. Battery
60km/hr in 4.5 seconds (approx). is 12v, 5 amp, which fulfill our need. Self-starter D.C.
motor has a alternator and a rectifier which charge our
battery. Circuit for self-start is –

WHEELS-

The wheel is one of the main components of the wheel

and axle which is one of the six simple machines. Wheels, Kill switch
in conjunction with axles, allow heavy objects to be
moved easily facilitating movement or transportation
Kill switch is provided in our vehicle as a safety to our
while supporting a load. The selection of tires according
driver in a case of emergency. If driver wants to kill the
to the requirement of performance, event, as well as
engine or stop the engine in case of emergency so he
bugged plays an important role.
pushes the kill switch gently and our engine would
We are using the wheels of same size for front and rear.
stop. The electronics are designed so that when the kill
The size of the tires is (130/70 the objective of
switch is depressed, power is disabled on primary
selecting this tire is to get required ground clearance
ignition coil of engine. Because the kill switch closes
the circuit when activated, the kill switch function is
achieved by using a pair of diodes to simultaneously
ELECTRICAL DESIGN - ground out the engine’s primary coil current. One diode
prevents the engine from grounding through the relay
 and the other diode prevents battery current from
flowing back into the ignition coil.

This electrical system provides a reliable and sufficient

way to manage all the electronic components on the Go
Kart vehicle.

EVAPORATIVEEMISSION CONTROL

CHARCOAL CANISTER-
Final canister
-
We are using charcoal canister in our vehicle to increase
the fuel economy.

OBJECTIVE-

Charcoal canisters are devices found in automobiles

designed to decrease the amount of air pollution the
vehicle creates while at the same time increasing its
fuel Efficiency. Whenever the vehicle’s engine is turned
off, hydrocarbons are produced. This occurs in the form
of fuel vapor rising in the fuel tank. Carbon canister
traps that vapor rather than allow it to escape the fuel
tank, feeding it back into the engine.

COMPLETE 3D VIEWS –
DESIGN-
After the completion of design we got the final design that
Carbon Canister is rectangular shaped box that sit apart is to be manufactured here is the various complete
from fuel tank next to the carburetor in vehicle. There is 3D views of our vehicle-
an input port and an output port, with the two ports side
by side. The interior of the canister is filled with
activated charcoal in granules or carbon pellets. The
input of the canister connects to the gas tank’s vent port,
while the output connects to the carburetor intake
manifold. Accordingly the requirement it has been
designed for our vehicle. Here is the image-

Sub parts-
 effective, manufacturing processes were closely
monitored throughout the design process. For
example, the chassis was designed in Solid works and
tested on ANSYS making the chassis easy to
manufacture with computer aided designing, lowering
production cost. Utilizing similar processes
throughout the rest of the vehicle’s design and
manufacturing lowered the overall price of the vehicle.
Attractive features about the human ergonomics
and also the multi sensitive steering system introduction
of charcoal canister to increase the fuel economy are also
the binders of consumer interest.

TECHNICAL SPECIFICATION-
VEHICLE VALUE VEHICLE VALUE
MAKE MAKE
MODEL MODEL
40 inch 125 cc,
Wheel Engine &
11bhp,
Base Transmission
8000rpm
Wheel Front=39 Engine max. 11N-m @
Track Back=40 Torque 5000 rpm

Overall 58 inch Max. Speed 80 km/hr

Length

Overall 46 inch Gear Ratio 1:2

Width (at rear axle)

Ground Front=2 in. Fuel 30-40 kmpl

clearance Back=2.5 Consumption
Overall 150 kg Steering Ackermann
Weight (pivot
CONSUMER INTEREST plate) 1:1
Material AISI-1018 1.6 m
The appeal of the finished product to a consumer is Turning radius
equally as important as all other aspects of the design
process. A consumer must find the vehicle to be Tire size 10 inch Brake Disc brake
reasonably priced, aesthetically pleasing, exhilarating 10.875 inch
to drive, safe, and dependable in order to ensure that
the vehicle will be purchased. These consumer factors
were continually considered throughout the design of
the vehicle. To create a vehicle that was cost

CONCLUSION-

The Transforming dexterous team used the finite element analysis system to evaluate, create, and modify the best vehicle
design to achieve its set goals. The main goal was to simplify the overall design to make it more light-weight without
sacrificing performance and durability. The result is a lighter, faster, and more agile vehicle that improves go kart design.