IJSRD - International Journal for Scientific Research & Development| Vol.

7, Issue 02, 2019 | ISSN (online): 2321-0613

Design and Analysis of Steering System for GO-Kart

Rushikesh Suresh Sapate1 Suraj Hemant Kumbhar2 Vishwajeet Vijay Raorane3
Akash Azad Pawar4 Prof. M. T. Sawant5
1,2,3,4
Student 5Professor
1,2,3,4,5
Department of Mechanical Engineering
1,2,3,4,5
SSPM’S College of Engineering, Kankavli, India
Abstract— Mechanical linkages steering systems are Ackermann principal of steering to solve the problem of
commonly used due to their simplicity in construction and wheels on the inside and outside of a turn needing to trace out
compactness. The main purpose of this paper is to design, circles of different radius, Ackermann principle of steering is
analyze and manufacture manual mechanical linkages used.
steering system according to the requirement of the vehicle
A. Assumptions
for better maneuverability. Quantities like turning radius,
steering ratio, steering effort etc. are inter-dependent on each  100% Ackermann steering geometry.
other and therefore there are different design consideration  Optimum kingpin inclination angle range is 15deg Front
according to the type of vehicle. The comparison of result is to rear weight ratio is 45:55.
shown using tables which will help to design an effective  Taking acceleration due to gravity as 10m/s2
steering for the vehicle. A virtual mechanical linkages  Inner wheel turning angle 45deg
assembly can be created using software like Autodesk
Inventor and analysis can be done in software like ANSYS. III. RELATED TERM
Keywords: Steering Ratio, Tripod, Inner Wheel and Outer
Wheel Angle, Steering Column, Stub Axle The caster angle or castor angle is the angular displacement
of the steering axis from the vertical axis of the steered wheel,
when we can give positive casters create a lot of aligns torque.
I. INTRODUCTION
Camber angle is the angle made by the wheels of a vehicle;
Steering system is one of most important part of an specially, it is the angle between the vertical axis of the
automobile that is used to give directional stability to the wheels used for steering and the vertical axis of the vehicle
vehicle. This is typically achieved by a series of linkages, when viewed from the front or rear, negative camber
rods, pivots and gears. Ackerman Steering Mechanism is improves grip when cornering.
generally used in all vehicles. The significance of Ackermann King pin inclination or king pin angle is set relative
geometry is to avoid the need for tires to slip sideways when to the true vertical line, as viewed from the front or back of
following the path around a curve. the vehicle. King pin inclination is non-adjustable, since it
Our steering geometry is having 78.8% Ackerman would change only if the steering knuckles are bent.
and also gives 45 degree Ackerman angle. We also get Toe in or positive toe is the front of wheel pointing
turning radius of 1.767meter. We can decrease the turning towards the centerline of the vehicle excessive toe-in will
radius of the kart by reducing distance between the two hinge cause the tire to scrub on the outboards and so will shorten
points of the tie rod on the tripod, tripod is the triangular the tire-life.
geometry on which both the tie-rods are hinged Tie-rods are It is used in the concept of ackerman steering. While
then attached to stub axle and the stub axle is mounted with going around a corner all the tires turn along the circle with a
the front wheel by means of bearing. Third end of the tripod common center point (as shown in figure). The intention of
is attached to steering column and at the another end of the Ackerman geometry is to avoid the need for tyres to slip
steering column steering wheel is attached by means of hub. sideways when following the path around a curve. The angles
b and a can be calculated by
II. DESIGN METHODOLOGY

Fig. 2: constructional geometry of Ackerman

Fig. 1: Design methodology of steering system

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 Design and Analysis of Steering System for GO-Kart
(IJSRD/Vol. 7/Issue 02/2019/154)

IV. CALCULATIONS = 2879.9 N

Radius of gyration (k) = W^2/8
=1272/8 V. TABLE OF RESULTS
=2016.125mm Parameter Dimensions
Friction torque on arm length (h) Wheel Base 1330 mm
= (k+e^2) ^1/2 Track 750 mm
= (2016.125+63.723^2)^1/2 =77.953 mm Tyre Width 127 mm
Moment at king pin= g*w*h * friction coefficient Front Axel Load 76.5 kg
=9.81*38.25*77.953*0.7 Load on each wheel 38.25 kg
=20475.47 N-mm King pin offset 100 mm
Force at tie rod= moment/steering arm length Steering arm length 100 mm
=20475.47/100
Scrub Radius 83.77 mm
=204.7547
Turning Radius 1.767 m
Force at tri pod = 204.7547/0.9
Inner Wheel Turning Radius 1.418 m
=227.505 N
Moment at tri pod = 227.505*100 Outer Wheel Turning Radius 2.0816 m
=24638.82 N-mm Coefficient off friction 0.7
Moment at tri pod = Moment at steering Wheel Length of steering wheel 300 mm
24638.82 = 330 * steering effort Turning Velocity of vehicle 12.5 m/s
Steering Effort = 74.6631 N Height of C.G of vehicle 17.35”
Consider vehicle taking turn, Mechanical Trail 46.54 mm
Cornering force = v^2/Rg
=12.5^2/ (1.767 *9.81) VI. ANALYSIS
= 9.01 N
Weight transfer on right tyre during cornering = cornering
force * height of C.G * front axial load/track width
= 9.01 * 13.35 * 76.5/52.36
= 19.819 kg
Weight on right tyre = w + weight transfer
= 38.25 + 19.819
= 58.069 kg
Weight on left tyre = W – weight transfer
= 38.25 – 19.819
= 18.431 kg
Lateral force on left tyre = Weight on left tyre * V^2 /Ri
= 18.431 * 12.5^2 /1.4478
= 2021.49 N
Lateral force on right tyre = Weight on right tyre * V^2 /Ro Fig. 3: Tripod analysis
= 58.069 * 12.5^2 / 2.0816
= 4358.8 N
Total force = 2021.49 + 4358.8
= 6380.29 N
Moment at king pin = total force * mech. Trail
= 6380.29 * 46.59
=296938.69 N/mm
Self-aligning torque= 6380.29 * 127/6
= 135049.47 N-mm
Total torque = moment at king pin + Self aligning torque
= 296938 + 135049
= 431987N-mm
Force at tie rod = 431987/100
=4319.87 N Fig. 4: Stub axle analysis
Force at inner tie rod = 2 * Force at tie rod
= 2 * 4319.87
= 8639.74 N
Moment at steering shaft * tri pod length = 8639.47 * 100
= 863947
Theoretical steering effort = moment at steering shaft/
steering dia.
= 863947/300

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 Design and Analysis of Steering System for GO-Kart
(IJSRD/Vol. 7/Issue 02/2019/154)

VII. STEERING GEOMETRY REFERENCES

[1] R.S. Khurmi, J.K. Gupta “Theory of Machines”,S.
Chand& Company Pvt. Ltd., Vol 1, 14th Edition, 2014.
[2] S.K. Gupta “A Textbook of Automobile Engineering”,
S.Chand & Company Pvt. Ltd., Vol 1, 1st Edition, 2014
[3] Gillespie Thomas D (1992) Fundamentals Of Vehicle
Dynamics: SAE
[4] Flabel Jean Claude Practical Stress Analysis for Design
Engineers
[5] Saket Bhishikar, Vatsal Gudhka, Neel Dalal, Paarth
Mehta, Sunil Bhil, A.C. Mehta “Design and Simulation
of 4 Wheel Steering System”, International Journal of
Engineering and Innovative Technology (IJEIT),
Volume 3, Issue 12, June 2014.

Fig. 5: Steering design

VIII. ACTUAL STEERING SYSTEM

Fig. 6: Actual steering system

IX. CONCLUSION
The manual mechanical linkages steering system is not used
in heavy weight vehicles due to high axle loads, although it is
simple in design and easy to manufacture, therefore it is
commonly used in light weight vehicles.
The values calculated in the paper may differ
practically due to steering linkages error or due to improper
steering geometry, so these values are useful to understand
the interdependency of the quantities on each other and to
design an ideal manual mechanical linkages system for the
vehicle.
Practical values are decided by the trial and error
method.

ACKNOWLEDGEMENT
We would like to thank our college, SSPM’S college of
engineering, kankavli for motivating us and providing moral
support also different lab facilities. Also, we would like to
thank the Head of Department (Department of Mechanical
Engineering) Prof. S.V. Vanjari. We would also thank Prof.
M.T.Sawant and for providing us with mentorship.

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