DESIGN AND ANALYSIS OF A GO-KART

CHASIS
A MINI PROJECT REPORT

Submitted by

RUBA DILIPHAN S (17TUME214)

SAKTHI PRAKASH M (17TUME220)

SARANYAN GJ (17TUME226)

In partial fulfilment for the award of the degree

of

BACHELOR OF ENGINEERING

IN
MECHANICAL ENGINEERING

SRI KRISHNA COLLEGE OF TECHNOLOGY

(An Autonomous Institution)

(Approved by AICTE and Affiliated to Anna University, Chennai)

ACCREDITED BY NAAC WITH “A” GRADE

COIMBATORE - 42

APRIL 2019
 BONAFIDE CERTIFICATE

Certified that this project report “DESIGN AND ANALYSIS OF GO-KART

CHASIS “is the bonafide work of GJ SARANYAN (17TUME226), M
SAKTHI PRAKASH (17TUME220), S RUBA DILIPHAN (17TUME214),
who carried out the project work under my supervision.

Dr. P. PRATHAP, Ph.D., Mr.M. RAJESWARAN M.E,

HEAD OF THE DEPARTMENT, Assistant Professor,
Department of Mechanical Engineering, Department of Mechanical
Sri Krishna College of Technology, Sri Krishna College of Technology,
Kovaipudur, Kovaipudur,
Coimbatore-641042. Coimbatore-641042.

Submitted for the university project viva voice Examination

held on __________________at SRI KRISHNA COLLEGE OF
TECHNOLOGY, COIMBATORE - 641042.

PLACE:
DATE:

INTERNAL EXAMINER EXTERNAL EXAMINER

DEDICATED TO OUR TEACHERS, FRIENDS,AND

FAMILIES.
 ACKNOWLEDGEMENT

Apart from our efforts, the success of any project depends largely on
the encouragement and guidelines of many others. We take this opportunity to
express our gratitude to the people who have been instrumental in the successful
completion of this project.
We express our heartiest thanks to our beloved Principal Dr.A
BALAMURUGAN, M.E., Ph.D., for granting permission to take up this
project and all the encouragement facilities extended to us.
We express our sincere thanks to our Dean and Head of the
Department Dr.P. PRATHAP. M.E., Ph.D., for his help in completing this
project.
We Extended our sincere thanks to our superviser
Mr. M. RAJESWARAN, M.E for his valuable guidance which helped us in
successful completion of this project work.
Our heart full thanks to all the faculty of the Department of
Mechanical engineering, and to all those who have directly and indirectly
extended their help in completing this project work phase 1 successfully.
 ABSTRACT:

Now a days, as we are moving towards the development, we have to

improve our technology. One of the big step towards the technological
improvement is in automotive sector .This is possible by creativity and
innovation of young automobile enthusiasts. This project work concentrates
on explaining the design and engineering aspects of making a Go Kart. The
team’s primary objective is to design a safe and functional vehicle based
on rigid and torsion free frame. The design is chosen such that the Kart is
easy to fabricate in every possible aspect .A Go-Kart is a small four
wheeled vehicles without suspension or differential. It is a light powered
vehicle which is generally used for racing. This project is aimed to model and
perform the dynamic analysis of the go-kart chassis which is of constructed
with square beams. Modelling and analysis are performed in CATIA V5 and
ANSYS respectively. The go-kart chassis is different from ordinary car
chassis. The chassis is designed in such a way that it requires less materials
and ability to withstand loads applied on it.
 CH NO TITLE PAGE
NO
ACKNOWLEDGEMENT
ABSTRACT
LIST OF TABLES
LIST OF FIGURES

1 INTRODUCTION 01

2 LITERATURE REVIEW 02
2.0 CHASIS DESIGN 03
2.1 FRAME CONSTRUCTION 03
2.1.1 LADDER FRAME 03
2.1.2 PERIMETER FRAME 04
2.1.3 STUB-TYPE FRAME 04

3 DESIGN OF FRAME 06

4 MATERIAL SELECTION 07
4.2 THEORETICAL CALCULATION OF CHASIS 07
4.3 FRAME DIMENSION 09

5 FINITE ELEMENT ANALYSIS 10

5.1 MESHING OF CHASES 10

5.2 MATERIAL USED: AISI 1010 11

5.2.1 FRONT 11
 5.2.2 SIDE 12
5.2.3 REAR 14
5.3 MATERIAL USED: AISI 1015 16
5.3.1 FRONT 16
5.3.2 SIDE 17
5.3.3 REAR 19
5.4 MATERIAL USED: AISI 1020 21
5.4.1 FRONT 21
5.4.2 SIDE 22
5.4.3 REAR 24
5.5 MATERIAL USED: AISI 1018 26
5.5.1 FRONT 26
5.5.2 SIDE 27
5.5.3 REAR 29

6 CONCLUSION 31
REFERENCES 32
1.INTRODUCTION:

There are many motor sports in the world. Bikes, Cars, Formula
one are examples of them. The drivers in these are very professionals and
accurate. They can drive it very fast. But there are also motor sports which do
not need professional drivers and need no great speed. The vehicles used are
also very cheap. Such a motor sport is Go-karting. They resemble to the
formula one cars but it is not as faster as Fl and also cost is very less. The
drivers in go-karting are also not professionals. Even children can also drive It.
Go-karts have 4 wheels and a small engine. They are widely used in racing in
US and also they are getting popular in India. [1]. The Go-kart is a vehicle
which is compact, simple, lightweight and easy to operate. The go-kart is
designed for flat track racing so, its ground clearance is very small as compare
to other vehicle hence it skips the suspension. [3]

In this Era the automobile industry has changes drastically so the importance
of safer vehicle increased day by day. This paper deals with design of chassis
frame for Go Kart and Various loading tests like Front Impact, Rear Impact &
Side Impact test have been conducted on the roll cage. Roll Cage can be called
as skeleton of a vehicle Chassis usually refers to the lower body of the vehicle
including the tires, engine, frame, driveline and suspension. Out of these, the
frame provides necessary support to the vehicle components placed on it.

Also the frame should be strong enough to withstand shocks, twists, vibrations
and other stresses. The roll cage design is tested against all modes of failure by
conducting various simulation and stress analysis with aid of hyper works
Software while doing so, the main focus remained on considering mass of
every component including driver, effect due to gravity.
2.LITERATURE RIVIEW:

In this chapter explains about literature review

would be done, which include the theory about go-kart chassis. Usually a go-
kart or owner who wants to improve the handling of the vehicle will purchase
the latest in wheels, tires and other optional equipment, but end up finding that
those things in fact handles worse. The first stage in achieving a good handling
kart that will provide the greatest percentage of power efficiency is to go right
back to basics.

The chassis is the framework of any vehicle. The steering, and drive train
components such as engine, transmission, and final drive components are
mounted to the chassis. The chassis would have to be strong and rigid platform
to support the suspension components . Furthermore, the constructions of today
are vehicles require the use of many different materials. Chassis of go-kart is not
much different from normal car chassis; in fact it is much less complicated. The
different in size and weight make go-kart chassis much easier to design and
construct.

Being a new team we required a clear idea of basic requirements,

parameters and design of Go Kart. We made a detailed study on Go Kart. We
gained more knowledge during our field study and our basic doubts on
design were cleared. we decided to design our chasis within 25 kg and also
withstand high strength so we analysed the different materials for high
strength to the weight ratio and we chosen the medium carbon steel for
design ,Medium carbon steel is ductile and strong, with long wearing
properties.
2.0 Chassis Design
A typical dictionary definition of chassis usually includes terms such as
framework on which body or working parts of a vehicle, radio or television are
built. There are three basic design used today: frame, unit body, and space
frame construction.

2.1 Frame Construction

The frame construction usually consists of channel-shaped steel beams

welded and fastened together. The frame (chassis) of vehicle will supports all
the running gear mounted on it, it also including the engine, transmission, rear
axle assembly (if rear wheel drive), and all the suspension components.

The type of frame construction that is referred to as full frame, is so complete

that most karts can usually be driven without the body. Terms and label of
different kind of frame are as follows:

2.1.1 Ladder Frame

This type of frame is common for the type of perimeter frame where the
transversely (lateral) connected members are straight across. Figure 2.1 shown
as ladder frame sample where viewed with the body removed. The frame
resembled a ladder viewed from top.
 Fig no:2.1.1.a (ladder frame of vehicles)

2.1.2 Perimeter Frame

This type of frame consists of welded or riveted frame members around

the entire perimeter of the body as shown in Figure 2.2. The frame members will
provide support underneath the sides as well as for the suspension and
suspension components

Fig no:2.1.2.a (perimeter frame)

2.1.3 Stub-Type Frame

Stub-type frame shown in Figure 2.3 is a partial frame often used on

unit-body vehicle, a type of vehicle construction, first used by the Budd
Company of Troy, Michigan, that does not use a separate frame. The body is
built strong enough to support the engine and the power train, as well as the
suspension and steering system. The outside body panels are part of the
 structure to support the power train and suspension components. It is also called
cradle.

Fig no:2.1.3.a( Stub-Type Frame of common vehicle.)

2.1.1 Unit-Body Construction

The Unit-Body Construction is sometimes referred as unibody that is

designed in such a way that the body is combined with the structure of the
frame. The body itself also supports the engine and driveline components, as
well as the suspension and steering components. The body is composed of many
individual stamped steel panels welded together. The strength of this type of
construction lines is in the shape of the assembly. The arrangement of parts to be
jointed or formed not only provides sufficient strength to withstand high stress
but also the stability of the vehicle during any performances. The typical vehicle
uses 300 separate and different stamped steel panes that are spot-welded to form
a vehicle`s body.
3 DESIGN METHODOLOGY:
Design of any component is consists of three major principles:

1. optimization 2.safety 3.comfort

The primary objective of the roll cage is to provide a 3-dimensional protected

space around the driver that will keep the driver safe. Its secondary objectives
are to provide reliable mounting locations for components, be appealing, low
in cost, and low in weight. These objectives were met by choosing a roll cage
material that has good strength and also weighs less giving us an advantage in
weight reduction.

A low cost roll cage was provided through material selection and incorporating
more continuous members with bends rather than a collection of members
welded together to reduce manufacturing costs. The modelling of the roll cage
structure is done by using catia v-5 software. This design is checked by Finite
Element Analysis. We have focused on every point of roll cage to improve the
performance of vehicle without failure of roll cage. We began the task of
designing by conducting extensive research of go kart roll cage through finite
element analysis. [6]
 Fig no :3.1.a (Model of chasis)
4.MATERIAL SELECTION:

The selection of material was a tedious task for us as it had many constraints
of weight, structural resilience towards various types of forces, torsional
rigidity, factor of safety under application of various loads and also market
availability with pricing and cost constraints.

The roll cage that was designed by the design team was analyzed after
application of various loads as calculated by the legitimate procedures and
mathematical calculations based on physical theories.

PROPERTIES AISI1010 AISI1015 AISI1018 AISI1020

Density (gm/cc) 7.87 7.87 7.87 7.87

Tensile Strength (Mpa) 365 385 440 420

Yield Strength (Mpa) 305 325 370 350

Modulus Of Elasticity (Gpa) 190-210 190-210 205 205

Shear Modulus (Gpa) 80 80 80 80

Poisson Ratio 0.27-0.3 0.27-0.3 0.29 0.29

Elongation in Break (50mm) 20% 18% 15% 15%

BHN 105 111 126 121

Rockwell Hardness 60 64 71 68

Thermal Conductivity 49.8 51.9 51.9 51.9

(W/mK)

Table No:4.1.a (Material table)

4.2 Theoretical Calculations Of Chassis

For O.D. =26.5 mm and I.D = 21
mm, thickness 2.7 mm. Mass of
chassis =22.914 kg.

Volume =0.003 mm2

C.G. of chassis - Gx =24.308 mm, Gy = -910.497 mm, Gz =53.41mm If consider

Chassis = 30 kg, Driver = 60 kg, Steering = 10 kg, Rear axle & brake = 30 kg,
Engine = 30 kg, Fuel tank & battery =10 kg
Total weight=170 kg.

Now take total weight of vehicle=170 kg.

Front impact=170*4*9.81= 6670.80 N RA +RB-6670.8=0

MA=0

-RB*381+6670.8*381/2=0

RB=3335.4 N

RA=3335.4 N
FBR = 0 N FBL= 3335.4 N
FAR= 3335.4 - 6670.8 = -335.4N

FAL= 0 N

MC = 0

MC=3335*381/2+17.5*31/2*381/4=0 MC = -635317. 5+317539.69

MC = -317.78*103N.mm

Now by taking yield and calculate,

yield =370 N/mm2

b = M *b* y / I

370 = (317.78*103 *13.25)/ (π/64[26.44-di4]

18.16 = 4.21*106/ (26.54-di4) Di=22.61 mm

Thickness=26.5-22.6=3.89/2=1.92 mm

Check the design for dimensions of pipes available in market that are as
follows… Now for thickness =2.7mm and di=21.1mm, do=26.5 mm

b=4.21*10 / (π/64*[26.54-21.14])
6

6
b=4.21*10 / (14.48*10)

b=290.75 N/mm2

Working b < b yield.

FOS =370/290.75=1.27

4.3 Frame Dimension:

As we proceed, we keep in mind strength, aesthetics, and low manufacturing

cost. The dimensions were given that they would fit well with the other
components and drivers, we have provided some bends to improve aesthetics,
strength and integrity of our frame members as well as decrease the
manufacturing cost and time. we have provided the clearance of 2 inches
from body.

SR. NO. CHASSIS MATERIAL SPECIFICATIONS

1 Type (Seam or Seamless) & Grade Seamless

2 OD (outer diameter) 26.5mm

3 Wall thickness 2.7mm

4 Cross section (circular, Rectangular, square

Square)
 5 Material testing Certificate (Yes/No) No

Table no:4.3.a (specification of chasis material)

5.Finite Element Analysis (FEA)

Finite element analysis (FEA) is a computerized method for predicting how a

product reacts to real-world forces, vibration, and other physical effects. Finite
element analysis shows whether a product will break, wear out, or work the
way it was designed. Here we divide the roll cage into small sizes known as
element and collective elements on the model form a mesh.

The computer analyses the elements and shows us a collective result. The
computer solves by the computational method provided. The material and
structure of roll cage was finalized and then FEA was performed on it. It is
tested whether the roll cage will be able to withstand torsion, impact.

The analysis was done in ansys 18.0 .

Following tests were performed on the roll cage. (i) Front impact (ii) Side
impact (iii) Rear impact

MESHING:
 Fig no: 5.1.a (Meshing of chases)

5.1 MATERIAL:AISI 1010

FRONT:
EQUIVALENT STRESS:
MAX=38.138 MPa

Fig no:5.1.a (front equivalent stress for 1010)

EQUIVALENT STRAIN:
MAX:0.00022434 Max
 Fig no:5.1.b (front equivalent strain for 1010)
TOTAL DEFORMATION:
MAX: 0.50061mm

Fig no:5.1.c (front total deformation for 1010)

SIDE:
EQUIVALENT STRESS:
MAX=38.957 MPa
 Fig no: 5.1.d (side stress for AISI 1010)

EQUIVALENT STRAIN:
MAX=0.00020548

Fig no:5.1.e (side strain for AISI 1010)

TOTAL DEFORMATION:
MAX=0.51638 mm
 Fig no: 5.1.f (side deformation for AISI 1010)

REAR:
EQUIVALENT STRESS:
MAX=141.19 MPa

Fig no: 5.1.g (rear stress for AISI 1010)

EQUIVALENT STRAIN:
MAX=0.0088119

Fig no: 5.1.h (rear strain for AISI 1010)

TOTAL DEFORMATION:
MAX=50.52 mm
5.2 MATERIAL USED:AISI 1015
FRONT:
EQUIVALENT STRESS:
MAX=38.134MPa

Fig no: 5.2.a (front stress for AISI 1015)

EQUIVALENT STRAIN:
MAX=0.00017996

Fig no: 5.2.b(front strain for AISI 1015)

TOTAL DEFORMATION:
MAX:0.45285mm

Fig no: 5.2.c (front deformation for AISI 1015)

SIDE:
EQUIVALENT STRESS:
MAX=38.947 MPa

Fig no: 5.2.d (side stress for AISI 1015)

EQUIVALENT STRAIN:
MAX=0.0001858

Fig no: 5.2.e(side stress for AISI 1015)

TOTAL DEFORMATION:
MAX=0.4675 mm

Fig no: 5.2.f (side deformation for AISI 1015)

REAR:
EQUIVALENT STRESS:
MAX= 141.01 MPa

Fig no: 5.2.g (rear stress for AISI 1015)

STRAIN:
MAX=0.00079515

Fig no: 5.2.h (rear strain for AISI 1015)

TOTAL DEFORMATION:
MAX=45.74 mm

Fig no: 5.2.i (rear deformation for AISI 1015)

5.3 MATERIAL USED:AISI 1020:
FRONT:
EQUIVALENT STRESS:
MAX=38.131 MPa

Fig no: 5.3.a (front stress for AISI 1020)

EQUIVALENT STRAIN:
MAX=0.00021202

Fig no: 5.3.b (front strain for AISI 1020)

TOTAL DEFORMATION:
MAX=0.47538 mm

Fig no: 5.3.c (front deformation for AISI 1020)

SIDE:
EQUIVALENT STRESS:
MAX=38.938 MPa
 Fig no: 5.3.d (side stress for AISI 1020)
EQUIVALENT STRAIN:
MAX=0.00019512

Fig no: 5.3.e (side strain for AISI 1020)

TOTAL DEFORMATION:
MAX=0.49074 mm
 Fig no: 5.3.f (side deformation for AISI 1020)
REAR:
EQUIVALENT STRESS:
MAX:140.8 MPa

Fig no: 5.3.g (rear stress for AISI 1020)

EQUIVALENT STRAIN:
MAX=0.0008326

Fig no: 5.3.h (rear strain for AISI 1020)

TOTAL DEFORMATION:
MAX=48.088 mm

Fig no: 5.3.i (rear deformation for AISI 1020)

5.4 MATERIAL USED:AISI 1018:
FRONT:
EQUIVALENT STRESS:
MAX=39.131MPa

Fig no: 5.4.a (front stress for AISI 1020)

EQUIVALENT STRAIN:
MAX=0.00020685
 Fig no: 5.4.b (front strain for AISI 1020)

TOTAL DEFORMATION:
MAX=0.46378 mm

Fig no: 5.4.c (front deformation for AISI 1020)

SIDE:
EQUIVALENT STRESS:
MAX=38.938 MPa

Fig no: 5.4.d (side stress for AISI 1020)

EQUIVALENT STRAIN:
MAX=0.00019036

Fig no: 5.4.e (side strain for AISI 1020)

TOTAL DEFORMATION:
Max=0.47877 mm
 Fig no: 5.4.f (side deformation for AISI 1020)

REAR:
EQUIVALENT STRESS:
MAX=140.8 MPa

Fig no: 5.4.g (rear stress for AISI 1018)

EQUIVALENT STRAIN:
MAX=0.00081229

Fig no: 5.4.h (rear strain for AISI 1018)

TOTAL DEFORMATION:
MAX=46.915mm

Fig no: 5.4.i (rear deformation for AISI 1018)

6.CONCLUSION:

The FEA Analysis shown that the vehicle can sustain force from front
as well as rear & force from side and that the deformation & stresses are
within the permissible limits. The basic need of a Go-kart, which is lower
weight to strength ratio and lesser clearance is also satisfied by the roll cage.

Factor of safety is under the safe limit and can be used to make a Go- kart.

From that we concluded that we manufactured the frame by using the material
AISI 1018 which is the medium carbon steel and gives the higher strength to
the weight ratio.