POWERTRAIN

INTRODUCTION
A Powertrain is a system that first produces energy and then transfers it to the wheels, to propel the
vehicle.
The Powertrain is the most challenging aspect of designing a Go-Kart. Powertrain being the heart of Gokart was designed with an aim to optimize velocity & acceleration. The real challenge of designing a
power train system is to efficiently transmit the power from engine to the wheels. Thought the power
produced by engine is more or less constant but the requirement of torque and velocity keeps on
changing.
The Powertrain system generally includes engine, transmission, drive shafts and differentials. The
Powertrain of Go-Kart includes following components:
1.
2.
3.
4.

Engine
CVT
Chain Sprocket
Rear Shaft

OBJECTIVES:
To achieve success at competition the powertrain system design should satisfy following objectives:

Capable of transferring motion from the engine to the wheels.

Capable of providing various gear ratios.
To provide smooth driving experience.
Optimized for each dynamic event at competition.
Cost effective and light weight.
Designed to follow IGC rules.

1. ENGINE

The IGC rules state that a Briggs & Stratton Engine (83100) must be used by all teams, therefore the
design is limited by those operating specifications.
Engine Specifications
Briggs & Stratton Engine (83100)
Max. Rpm

3600

Max Power

3.5 hp

Max Torque

6.923 Nm

Displacement

127cc

Weight

14 kgs

Table 1
Since the design is limited by the specifications, to remain competitive , the performance efficiency can
be increased by the factors such as selection of transmission, weight reduction and suitable sprocket
ratios.

Design Procedure:
Initially assuming the Max. velocity as 75km/hr, a min. Gear ratio was obtained as 2.488. This was
obtained by using the formula as:Vmax= 2N0R /60Gmin
Where N0= 3600 rpm (engine RPM)
R = 0.1375m (Tire radius)
Gmin = 2.488
Now, by using the concept of gradeability,
Maximum Gear ratio was obtained.
T/R = mg (sin150 - cos150)
Where, = 0.03 (coefficient of rolling friction)
R = 0.1375m (Tire radius)

From the above formula, T is calculated T = 55.747 Nm

Now using, T = T0Gmax ,(T0 = 6.923Nm engine torque)
maximum gear ratio is obtained Gmax= 11
So now we get a working range and we can design our transmission system between a gear ratio of 2.5 to
11. Now with these minimum & maximum values further calculations are carried out.

TRANSMISSION
Transmission system enables the controlled application of power. Transmission adapts the output of
engine and provide it to the wheels. More specifically transmission system reduces the higher engine
speed to lower wheel speed thus increasing torque in the process and vice-versa.
The types of transmissions include manual transmission and automatic transmission.
Manual transmission uses a driver operated clutch engaged and disengaged by a foot pedal or hand lever
for regulating torque transfer from engine to transmission.
Automatic transmission can automatically change gear ratios freeing the driver from having to shift gears
manually. There are two main types of automation transmission:
Hydraulic automatic transmission
Continuous variable transmission

TRANSMISSION SELECTION
For our Go-Kart, we choose to use continuous variable transmission (CVT) because of its benefits over
manual transmission.CVT provides infinte gear ratios between the range. CVT ease the drive process
thus reducing the complexity of driving. It is lighter than manual transmission setup. CVTs provide better
fuel efficiency and even better fuel economy.
Thus to achieve optimal utilization on engines power and better performance efficiency we go for CVT
over Manual Transmission.

2. CVT
A Continuously variable transmission (CVT) is an automatic transmission that can change through a
continuous range of effective gear ratios . A CVT does not strictly requires a clutch but in some vehicles
centrifugal clutch is added.
So for power transmission in our Go-Kart we selected Suzuki Access CVT. For it matched our desired
gear ratios. In addition its light weight, easy to drive since gear changes automatically and gives infinite
gear ratios in between the range.
Reduction
Maximum
Minimum

RPM
1200
3600

Gear Ratio
3.052
2.04

Table 2
For our CVT, there is reduction maximum of 3.052 at 1200 rpm and a minimum of 2.04 at 3600 rpm.
Thus CVT will provide infinite gear ratios in range of 3.052 and 2.04.
Functioning of CVT
Belt and pulley type CVT is used in this kart. In this most common CVT system there are 2 V- belt
pulleys that are split perpendicular to their axes of rotation, with a V-belt running between them.
The gear ratio is changed by moving the two sheaves of one pulley closer together and the two sheaves of
the other pulley farther apart. Because of the V-shaped cross section of the belt, this causes the belt to ride
higher on one pulley and lower on the other. Doing this changes the effective diameters of the pulleys,
which in turn changes the overall gear ratio. The distance between the pulleys does not change, and
neither does the length of the belt, so changing the gear ratio means both pulleys must be adjusted (one
bigger, the other smaller) simultaneously in order to maintain the proper amount of tension on the belt.
The V-belt needs to be very stiff in the pulleys axial direction in order to make only short radial
movements while sliding in and out of the pulleys.

TRANSMISSION ASSEMBLY

Image 1

3. CHAIN SPROCKET
Chain and sprockets are used to transfer power from CVT to rear shaft. They are compact, lighter and
efficient in working. Chain and sprockets have benefit that they can be isolated from main
transmission casing hence they are accessible from outside. Since overall gear ratio is very sensitive
to sprocket ratio, the whole gear ratio can be easily changed by changing sprocket ratio.

Sprocket DesigningIn this vehicle, the power from the engine is transmitted to the sprockets using chain, i.e. this is
chain drive. The driver sprocket has 17 teeth and driven sprocket has 36 teeth.
Hence, the sprocket reduction will be:
36
gsp = 17
gsp =2.12

Calculations for Maximum Acceleration:

Total gear ratio G = Gcvt*gsp
Gmin = 3.109
Gmax = 4.653
gsp =2.12

Rolling friction coefficient, R= 0.03

Density of air, =1.22
Air drag coefficient, Cd= 0.29
Area= 0.56 m2

Efficiency of CVT is assumed to be 92% and that of chain sprocket is 95%.

6.47236

1600

2.792

2.12

5.91904

2000

2.546

2.12

5.39752

2400

2.453

2.12

5.20036

2800

2.378

2.12

5.04136

3200

2.209

2.12

4.68308

3600

2.04

2.12

4.3248

Acceleratio
n ((m/s2)

Gear Ratio

2.12

Tractive
Force (N)

Sprocket
Reduction

3.053

Velocity
(km/hr)

CVT
Reduction

1200

Torque
(Nm)

RPM

Overall efficiency = cvt*sp. = 87.5%

39.162
32
35.814
35
32.658
79
31.465
83
30.503
77
28.335
92
26.168
08

9.6057
7
14.004
97
19.197
71
23.910
65
28.775
57
35.402
34
43.127
08

231.09
133
205.89
641
181.54
256
171.21
17
162.12
72
142.89
701
122.18
991

1.283840
738
1.143868
96
1.008569
771
0.951176
118
0.900706
643
0.793872
295
0.678832
846

Table 3

Formula Used:
P = T
P = *T0N0(2/60)
V = R*N(2/60)
N = N0/G
T = T0*G
= cvt*sp
Ft = T/R
a = Ft (Ra+Rr)
Ra = (1/2)*Cd*A*V2
Rr = rmg
The maximum theoretical velocity achieved is 43.146 Km/hr and maximum acceleration that can be
achieved is 1.284 m/s2.

4. Rear ShaftRear axle is an important component of power train, because it is subjected with the bending moment due
to weight of vehicle along with torque transmitted by engine. We first designed shaft using maximum
shear stress theory and then checked for failure against fluctuating loading conditions.

Shaft Material: AISI 4340

Properties

Tensile strength

745 MPa

Yield strength

470 MPa

Shear modulus

80 GPa

Elastic modulus

210 GPa

Bulk modulus

140 GPa
Table 4

Considering plane 1 in which reactions due to weight of the body at points A & B are considered:
T 1 sin45

B
A

0.342m

0.342m

375 N

375 N

Image 3

AO= 0.512m, AO= 0.342m

T2=T1{ sin /sin ( + 2 )}

k-1

Where,
T2= bulk tension at tooth k
T1= chain tension
K= no. of teeth = 25
N= No. of teeth =36
=sprocket minimum pressure angle (k/N) = 25/36 =0.694
2= sprocket tooth angle (360/N)= 360/36= 10
T2=T1*3.57*10-29
thus ,T2 can be neglected.
(T1-T2)*r=T
T= maximum toque= 39.162 Nm
r= sprocket radius= 0.075m
T1=39.162/0.075= 522.16 N
T1 sin45

= 369.223 N

Ra+Rb=1119.223
0.854Ra +0.17Rb=573.04
Ra=559.6 N, Rb=559.6 N

63.75Nm
A

63.75 Nm
0.62 Nm

Image 4

Considering plane 2 which is normal to plane 1 & where reactions at A and B are considered:
R a

369.223

Rb

B
Image 5

Ra+Rb=369.223 N
Ra=Rb=184.6 N

63.13 Nm
O

Image 6

Resultant maximum bending moment obtained from image 4 and image 5 is 63.75 Nm.45
By ASME code:
d3 =

16
((kt T )2 +( kb M )2 )

= 0.3t
= 0.18ut , whichever is minimum
d3 =

16
(39.162)2+(1.563.75)2
148.5

d=14.836mm
FOS= 1.785
And shaft diameter is selected to be 25mm based on calculations and market availability.