MECHANIZERS 29.
0 DESIGN REPORT
I ABSTRACT-
The objective of this report is to highlight
the design report of the team
MECHANIZERS 29.0 transforming
dexterous Go-Kart vehicle to compete in
AUTO INDIA RACING
CHAMPIONSHIP 2019.
The Team’s primary objective is to design
a safe and functional vehicle based on a
rigid and torsion-free frame, well mounted
power train and to understand the finer
aspects of vehicle design with the ulterior
motive of fabricating prototype vehicle that
could be manufactured for consumer sale,
while strictly adhering to the competition
rule. The secondary objective is to enhance
driver’s comfort and safety, and to increase
the performance and maneuverability of the
vehicle.
The design includes applications of
extensive engineering analysis, teamwork,
project management, and development of
conceptual ideas.
II INTRODUCTION-
A go-kart (often just kart) is a small four-
wheeled vehicle. They are widely used in
racing 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. In this Era,
the automobile industry has changes
drastically so the importance of safer
vehicle increased day by day.
We approached our design by considering
all possible alternatives for a system and
modelling them in CAD software i.e.,
SOLIDWORKS and subjected to analysis
using ANSYS FEA software. Based on
analysis result, the model was modified and
retested and a final design was finalized.
The design process of the is iterative and is
based on various engineering processes
depending upon the availability, cost and
meeting the parameters which were
mentioned in rule book of AIRC.
III Design Considerations of the
vehicle-
. Easy operation.
. Lightweight and compact.
. High reliability.
. Good serviceability.
. Low cost.
. Ease of manufacturing.
. Optimum Braking.
. Effortless Steering.
. Aesthetically Pleasing.
To meet all above considerations and for
ease in designing; all systems were
designed individually along with mutual
specifications considerations for
interchangeability.
SUBSYSTEMS-
1) Frame Design
2) Steering System
3) Transmission System
4)Braking System
3.1) FRAME DESIGN
Chassis(Frame) is the skeleton of any
vehicle which is used to provide support
and mounting points for primary and
secondary systems of vehicles. For Go-Kart
the main consideration in design of frames
is that due to no suspension it should have
flexibility which will be act as suspension
while in motion. For that, the cross section
of the material chosen is of “circular” cross-
section.
 MECHANIZERS 29.0 DESIGN REPORT

i. METHODOLGY OF DESIGN- iv. MATERIAL SELECTION-

Driver Frame The chassis material is considered

ergonomics dimensions depending upon the various factors such as
maximum load capacity, absorption force
capacity, strength, rigidity. The material
Market Preliminary selected for the chassis building is AISI
availability design 1018. AISI 1018 is a mild/low carbon steel.
The selection of material was a tedious task
for us as it had many constraints of weight,
CAD structural resilience towards various types
Analysis
modelling
of forces, torsional rigidity, factor of safety
under application of various loads and also
Part market availability with pricing and cost
Prototype assembly constraints.
in CAD
AISI-1018 which is a medium carbon steel
Manufacturing was selected due to its good Combination
and of all of the typical traits of Steel – high
fabrication tensile strength, ductility, light weight,
better weldability and comparative ease of
ii. OBJECTIVE- machining. The main intention behind
The frame is designed to meet the technical selecting various materials and deciding on
requirements of competition the objective one material for the chassis and the other
of the chassis is to encapsulate all parts is to get the best and safest results in
components of the kart, including a driver, case of driver’s safety and real time load
efficiently and safely. Principal aspects of bearing capability.
the chassis focused on during the design
and implementation included driver safety, Density 7.87g/cc
drive train integration, and structural
weight, and operator ergonomic. The Tensile Strength: 430 to 470 Mpa
number one priority in the chassis design Ultimate (UTS)
was driver safety.
Yield strength 370Mpa
iii. BENCH MARKING-
Composition of 0.15-0.2%
(Frame) Properties
carbon
Material (Strength)
AISI 4130 Proof-460MPa Elastic (Young’s, 210 GPa
Ultimate-560MPa Tensile) Modulus
AISI 1080 Proof-560MPa Elongation at 15 to 27 %
Ultimate-870MPa
Break
AISI 1018 Proof-370MPa
Ultimate-470Mpa Properties of AISI 1018 Steel
 MECHANIZERS 29.0 DESIGN REPORT

v. CAD MODELLING- Generally, in the case of pure elastic

The main frame was developed in the
software “SOLIDWORKS”. The main
component of the frame is divided into the
two major parts first the front block
(cockpit) for steering and seat positions
etc. and second rear block (engine
compartment) for transmission and brake
assembly. The main frame modal can be
viewed as shown below-
collision, the linear velocity remains at 60
Kmph according to ENCAP (The European
new car assessment program). And the
gross weight of the vehicle is Estimated
some around (m=150 Kg). Hence the value
of force is calculated by mass moment
equation that is-
F = (m*v)/2*t

Where ‘t’ is the duration of time, generally

the collision takes place for a very short
duration of time.

Considerably, time of collision

in front part-0.13sec,
in rear part- 0.31sec,
in side part-0.31sec.

FOS (Factor of Safety) =DESIGN

Frame Details- STRESS/YIELD STRESS

Outer dia of c/s 25.4mm(1”) Front impact analysis-

Thickness 1.6mm F = P /2T
Wheel base 1117mm(43.9”) F =2490/ (2*0.13)
Track width 939.8mm(37”) F = 9576.9N
The resultant frontal impact Force is
vi. FRAME SAFETY ANALYSIS F=9576.5N

Aside from exceeding the minimum

material requirement 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 The total deformation occurred is
FEA on ANSYS software.
0.51368mm
 MECHANIZERS 29.0 DESIGN REPORT

The factor of safety obtained is 1.5903 The factor of safety obtained is 1.0803

The equivalent stress obtained- 232.67 MPa

The equivalent stress obtained– 342.48MPa
Side impact analysis- Rear impact analysis-
The resultant side impact forceF=4016.12N The resultant rear impact force is
F=4016.12N.

The total Deformation occurred is

The total deformation occurred is
2.1958mm
1.5296mm
 MECHANIZERS 29.0 DESIGN REPORT

three points only and can be adjusted in

angle of back rest according to the
requirement of the drivers comfort the back
side angle of the seat is at 15 degrees which
is the good position of the driver’s body rest
according to the ergonomics point of view
and is kept almost parallel to the fire wall.
The seat implemented in our go kart
provides a good combination of weight
reduction and ergonomics.

viii. BODY PANELS-

The factor of safety obtained is 1.2911
The design of the body and composites has
done in the cad software and the FRP is
selected for the body works of very less
weight.
The body panels are made out of 0.080”
thickness FRP (fiber reinforced plastic).
FRP is a composite material made of a
matrix reinforced with fibers the polymer is
usually epoxy, vinlester or polyster
thermosetting plastic are used in FRP.It is
very light material that has desirable
properties for a body panel.
The equivalent stress obtained - 286.58MPa The panels are designed such that they
tend to reduce the aerodynamic moments
Factors Front Rear Side like pitching from front, yawing from side
Impact 9576.9N 4016.7 4016. and also helps to create the downward
force to which tends to make the good
Force N 7N
traction of vehicle with the road & also
Stress 232.67 286.58 342.4 provide the properties necessary to protect
the driver and vehicle components from
Generated MPa MPa 8MPa
rocks and other debris. When the panels
Total 0.513m 1.529 2.195 were integrated into the kart, the panels
were recessed into the chassis to provide
Deformation m mm 8mm
visibility to the chassis members, making
F.O.S 1.590 1.291 1.080 the kart aesthetically pleasing.

Comparison table in analysis ix. SAFETY-

vii. SEAT-
The seat of the kart is also designed to be
very light it is very simple made of plastic
material and is attached to the chassis by
Frame 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
 MECHANIZERS 29.0 DESIGN REPORT

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.

x. CAD MODELS-

x. PROTOTYPE MODELLING-
Prototype: Pre-production model of a
product, engineered for full service test.
We have done our prototype using PVC
pipes such that many factors like driver
comfort, ergonomics etc.
 MECHANIZERS 29.0 DESIGN REPORT

3.2) STEERING SYSTEM iii. DESIGN METHOLODY-

i. ABSTRACT-
Mechanical linkages in steering systems are
commonly used due to their simplicity in
construction and compactness. The main
purpose of this paper is to design and
manufacture manual mechanical linkages
steering system according to the
requirement of the vehicle for better
maneuverability. Quantities like turning
circle radius, steering ratio, steering effort,
etc. are inter-dependent on each other and
therefore there are different design
consideration according to the type of
vehicle. The comparison of result is shown
using tables which will help to design an
effective steering for the vehicle.
ii. INTRODUCTION-
The steering system is of important part of
the dynamic design of any automobile to
facilitate a smooth change of directions and
make use of the tires ability to generate
lateral forces to the highest extent. The
control of an automobile is done by means
of a steering system which provides
directional changes to the moving
automobile. The intention of Ackermann
geometry is to prevent the tires from
slipping outwards when the wheels follows
around a curve while taking a turn. The
solution for this is that all wheels to have
their axles settled as radii of circles with a
common center point. Since the rear wheels
are fixed, this center point must lie on a line
extended from the rear axle. So we need to
intersect the front axle to this line at the
common center point. While steering, the
inner wheel angle is greater than outer
wheel angle. So for obtaining different
results we need to vary the parameters in
order to obtain desired steering geometry.
Assuming
Study and selection of
turnig
parameters
radius
CAD design
Calculate and fixing
of
all dimensional values
components
Material Manufacturing
selection and fabrication
iii. GOALS-
 To enable smooth and stable
maneuvering of the vehicle.
To optimize the steering effort
 Provide adjustability for parameters
such as caster angle and toe.
iv. PARTS OF STEERING-
Steering Wheel, column, Pit-man arm,
Tie-rods, Steering arm, C-Clamps and
Spindle
iv. STEERING GEOMETRY-
Ackerman steering Geometry with
mechanical linkages mechanism this
geometry makes the inside wheel steer to a
greater angle than the outside wheel and all
the wheels roll about a common turn centre.
Since the cornering speeds are small,
Ackerman geometry is an ideal choice. The
mechanism was simulated in solid works
software and after several trials the
following configuration was obtained
which satisfied Ackerman condition with
minimal error.
Turning radius -Vehicle is
designed for a turning of 1800mm.Track
 MECHANIZERS 29.0 DESIGN REPORT

width is 37” (939.8mm) and wheel base is ∴ R2 = (R1)2+(a2)2

43.9” (1117mm) respectively.
(R1)2= (R)2 -(a2)2
Perfect steering condition-
(R1)2= (1800)2-(449.58)2
Cot𝜃o-Cot𝜃i= W/L
R1=1799.87
W=Track width
Maximum inner angle 𝜃𝑖 =42.2°
Maximum outer angle 𝜃𝑜 =27.25°
Ackermann condition with
double trapezoidal-
[𝑃 − 2𝑑𝑠𝑖𝑛𝛼]2 =[𝑃 − 𝑑(sin(𝛼 + 𝜃𝑖) −
𝑑𝑠𝑖𝑛(𝛼 − 𝜃𝑜))]2+ [𝑑𝑐𝑜𝑠(𝛼 − 𝜃𝑜) −
𝑑𝑐𝑜𝑠(𝛼 + 𝜃𝑖)]2
P=pivot to pivot distance
d=steering arm length
𝜃𝑖=inner wheel angle
𝜃o=outer wheel angle
𝛼=ackerman angle
R1 R 𝜃𝑖 𝜃𝑜 A=2 A=2 A=2 A=2 A=2 A=3
4 6 7 8 9 0
5° 4.65 4.79 4.76 4.75 4. 7 4.73 4.72
4
a2
10° 8.73 9.17 9.08 9.04 9 8.95 8.91
R1=Distance between instantaneous center
and center of rear axle
15° 12.3 13.1 12..9 12.9 12.8 12.7 12.6
R=Turning radius 3 6 9 1 2

a2=Distance of CG from rear axle along 20° 15.5 16.7 16.4 16.3 16.1 16.0 15.8
longitudinal axis 7 8 8 3 8 2 7
25° 18.5 20.0 19.5 19.3 19.1 18.8 18.6
Maximum inner wheel rotation
1 1 7 4 2 9 5
𝐿
Tan (𝜃𝑜) = 𝑊 30° 21.2 22.8 22.2 21.9 21.6 21.3 20.9
𝑅1+
2
3 4 3 2 1 8
L=Wheel base
35° 23.7 25.2 24.4 24.0 23.6 23.2 22.3
L=Wheel base 8 6 5 5 5 4
40° 26.1 27.2 26.2 25.7 25.2 24.7 24.1
𝜃i=Maximum inner angle 2 2 1 9
𝜃o=Maximum outer angle err 1.15 0.70 0.55 0.50 0.59 0.77
or 396 57 07 21 1 8
 MECHANIZERS 29.0 DESIGN REPORT

Error graph- Steering ratio 1:1

Steering arm 4.5inches

length
Error
Turning radius 1.8meters
1.4
1.2
1 Maximum inner 42.2°
0.8 angle
0.6 error Maximum outer 27.25°
0.4 angle
0.2
0
Ackermann angle 28°
24 26 27 28 29 30

v. CAD MODELLING-
Inner angle Vs Outer angle
graph-

30
θo
25
α=24
20
α=26
15
α=27
10
α=28
5
α=29 vi. MATERIAL SELECTION-
0
5 10 15 20 25 30 35 40 α=30
Component Material
Steering Wheel SS
Parameter Geometry Steering Column SS

Steering type Double trapezoidal Pitman arm AS4140

Tie rods EN19
Track width 939.8mm
Steering Arm EN8
Wheel base 1117mm
Stub
Pivot to pivot 711.2mm Spindle EN8
distance C-Clamp EN19
 MECHANIZERS 29.0 DESIGN REPORT

3.3) TRANSMISSION 2) Type-Geared,4 stroke, SI engine

3) Cylinder capacity-124.73cc
i. ABSTRACT-
4) Stroke-57.8mm
The main intention of this report is to
provide the complete information regarding 5) Bore-52.4mm
the method of approach towards the
6) Compression Ratio- 9.2:1
transmission system and its types which
have been utilized in the go-kart. It is 7) No. of gears-4
further to demonstrate that the vehicle’s 7) Gear pattern- N-1-2-3-4
transmission system design has been made
by abiding by the rules and regulations 8) Max Torque at the highest ratio-
framed by the event organizers by
10.30Nm @7500RPM
providing perfect bench marking,
calculations, final components reports 9) Man net power- 7.58 KW @ 5500RPM
alongside.
10) Top speed- 80kmph
ii. INTRODUCTION-
11) Final reduction factor-3.04
Transmission system in a vehicle helps to
transmit mechanical power from the vehicle
12) Clutch type -Wet, Multiple
engine to give kinetic energy to the wheels.
It is an interconnected system of gears, 13) Drive Line at rear- Solid drive axel
shafts, and other electrical gadgets that
14) Cooling system -Air cooling
form a bridge to transfer power and energy
from the engine to the wheels. The 15) Acceleration time-5.3sec (from 0 to
complete set up of the system helps to 60kmph)
maintain the cruising speed of the car
16) Air filter type- Viscous paper.
without any disturbance to the vehicle's
performance. v. CALCULATIONS-
We have utilized the gear driven system as
Reduction Calculations:
its mode of transmission.
The forces taken into consideration are:
iii. DESIGN METHADOLOGY-
1. Air resistance= 0.5CρAV2
Engine Initial torque
selection identification Where,
ρ=Density of air=1.225kg/m^3
BenchMarking Calculations
A=surface area of vehicle perpendicular to
the motion =0.34m2
Manufacturing
Material Selection C=Coefficient of air drag
and Assembly
V=maximum velocity of the
iv. ENGINE SPECIFICATIONS- vehicle=80Kmph=22.22m/s2
1) Engine-Honda CB Shine
2. Rolling resistance= µMg
 MECHANIZERS 29.0 DESIGN REPORT

Where, T1=14

M=Weight of the vehicle along with the T2=44

driver P=12.7 mm
µ=Coefficient of friction=0.01 X=254 mm
3. Grade resistance= Mgsinα K=[T1+T2/2] +[2X/P] +[T2-T1/2x3014]^2
Where, [P/X]

M= Weight of the vehicle along with the K=70

driver X=P/4[K-{T1+T2/2}+[{K-(T2+T1/2)^2-
8{T2- T1/2*3.14}(2)})^0.5
g=acceleration due to gravity
X=257.3 mm
α=grade angle=5˚.
Shaft calculations
Air Resistance 129.439N
Rolling Resistance 14.224N ASSUMPTIONS:
Grade Resistance 123.9N While calculating the diameter of the shaft, the
following assumptions are made:

4. Required torque= (Air resistance+
Rolling Resistance+ Grade Resistance) x r
Where r=radius of rear wheel=0.1375m
⁖ Required Torque= 36.249N-m
1.60%of the vehicle weight acts on the rear part
of the vehicle.
2.In front view, half of 60%, that is, 30% of
vehicle weight is exerted by each pillow block
on the shaft.

Reduction factor, n1=35.59/10.3x3x0.96 FRONT VIEW:

=1.22
Velocity reduction factor, PB1 Disc Sprocket PB2
Ra Rb
n2=required rpm/engine rpmx1
Where,
Required rpm=60*V/2*π*r=1541.777
n2=4.864
Total reduction factor, n=(n1+n2)/2 Force at each pillow block, PB1and
PB2=43.5*9.81N
= 3.04
Ra +Rb =872N
Therefore,
Ra(1.5)=(43.5)(9.81)(0.179)-(9.81)(0.49)-
Teeth on smaller sprocket, T1=14 (9.81)(0.49)-(43.5)(9.81)(1.03)
Teeth on larger sprocket, T2=n*14
Ra=432.4N
= 42.6 ~ 44
Rb=439.8N
Chain calculations:
 MECHANIZERS 29.0 DESIGN REPORT

->Bending Moments kb=1.5

At pillow bearing (PB1)= 76.38N-m mb=resultant of maximum bending moment

At sprocket=72.47N-m kt=1
Mt=required torque
At disc=80.26N-m
1170*10^6/1.5=16/3.14*d^3([1.5*418.18]
At pillow bearing=73.57N-m ^2+[1*36.54]^2)^0.5
TOP VIEW D=23.31mm~25mm
T= F* D Therefore, diameter of the shaft obtained,
Where D=diameter of the sprocket D=25mm.
F=456.75N vi. MATERIAL SELECTION-
Component Material
Disc Sprocket Shaft Titanium Grade 5
Ra Rb Sprocket Carbon steel
Chain High carbon steel
Wheel an Sprocket OEM parts
hub

->Bending Moments
At sprocket=32.716N-m
At Disc=128.2N-m
By using maximum shear stress theory
T=16/3.14*d^3{[kb *mb]2 + [kt mt]2}1/2
Where
T=maximum shear strength of titanium
T=30% (ultimate tensile strength/factor of
safety)
Factor of safety=1.5
Ultimate tensile strength=1170MPa
Maximum tensile yield strength =30%of
ultimate tensile strength
Maximum tensile yield strength=1100MPa
D=diameter of shaft
 MECHANIZERS 29.0
3.4) BRAKING SYSTEM
i. ABSTRACT-
In addition, of better handling and safe
cornering, there is another important
system i.e. braking system, without which
the vehicle cannot function. It is righteous
to say without the braking system in the
vehicle the passenger’s life is in danger
therefore it plays the vital role to the
manufacturing of the vehicle. Now a days
we are moving towards the improvement to
our technology. Karting is commonly
perceived as the stepping stone to the
formula one car. Go-kart have 4 wheels and
a small engine. Our main focus is
formulating the design of the high-
performance braking system having
considerable stopping distance, without
showing fatigue crack on Disc rotor and to
meet the general safety requirement.
ii. INTRODUCTION-
Brakes are applied to the vehicle to
decelerate the vehicle. The hydraulic disc
brakes are used in motor vehicle to slow
down its rotational motion by the help of
the frictional force. It is caused by pushing
the brake pads against the disc rotor. In
order of preference, disc brakes are more
preferential than drum brakes as it dissipate
heat better, is more reliable and stable for
driver to use. It converts kinetic energy into
heat energy that dissipates through the rotor
vents and slows down the vehicle. It works
on hydraulic brake fluid pressure which,
when applied by the driver, exerts the force
over the wheel caliper assembly which
eventually pushed the brake pads to the disc
rotor. Disc brake offers much better
stopping performance. Disc rotor is made
up of stainless steel disc which is bolted to
the caliper assembly which is mounted on
DESIGN REPORT
wheel hub. It is then connected to the axil
of the vehicle. The force applied on the
brake pedal can be estimated with proper
consideration of knee angle, thigh angle.
When you depress your pedal, your car
transmits the force from your foot to its
brakes through a fluid. Since the actual
brakes require much greater force than you
could apply with your leg, your car must
also multiply the force of your foot.
The brakes transmit the force to the tires
using friction, and the tires transmit that
force to the road using friction only.
iii. DESIGN METHOLOGY-
Considerati
Calculations
os
Analysi
s Design
Manufacturing
iv. CONSIDERATIONS-
Stopping distance: Let the stopping
distance be assumed to be 4 mts.
Calculation of braking torque: Braking
torque is defined as the product of braking
force and disc effective radius.
Now,
Braking torque= Braking force * DER
= (mv2/2s)*DER
= (150*22.222/2*4)*DER
For the calculation of DER, let us assume
the radius of the disc to be 85mm.
DER= (85-25+85)/2
= 72.5mm = 0.0725 mts.
BT=9257.4075*0.0725
 MECHANIZERS 29.0
= 671.162 N-m
Brake Calculations:
Assumptions:
Maximum force the driver can apply in the
pedal is 100lbs.
Stopping distance be 4 mts.
So now,
By work energy principle,
Kinetic energy of the vehicle (translational
+rotational) = (1/2)mv2+(1/2)Iw2
Where: m-mass of the vehicle
v- velocity of vehicle
Rotational energy: The rotational energy is
the energy needed to slow the rotating
parts. It varies for different vehicles.
We have
Rotational = (1/2) Iw2
Where:
I =moment of inertia of wheel = mr2/2
m – mass of rotating parts
v – velocity of vehicle
we also have kinetic energy = braking
torque * Ø
Ø – angular displacement of disc
Braking torque: It is given by braking force
* disc effective radius
We have a required braking force as well as
a achieved braking force.
BF = mv2/2s
Where: m – mass of vehicle
DESIGN REPORT
v – velocity of vehicle
s – stopping distance: It is defined as the
distance traveled by the vehicle when
someone has a idea to stop the vehicle
moving, and the time till it completely
stops.
Disc effective radius: The effective radius
of a brake disc is the centre of the brake
pads by area.
For disc it is assumed to be
DER = (R+ r)/2
Where: R – radius of brake disc
r – radius of disc from centre to the brake
pad.
To calculate the ratio of diameters of caliper
to the master cylinder we use pascal’s law
which states as follows:
The pressure change occurring anywhere in
a confined incompressible fluid is
transmitted throughout the fluid such that
the same change occurs everywhere.
P c = P mc
(F /D2)c=(F/D2)mc
The pedal ratio is taken as 6
Force at master cylinder is 450*6= 2700 N
KE = (1/2)mv2+(1/4)mv2
= (1/2)*150*22.222+ (1/4)*13.5*22.222
= 38695.96335 N-m
KE = BT*Ø
Now,
BT = BF * DER
BF = mv2/2s
= 150*22.222/2*4
= 9257.4075N
 MECHANIZERS 29.0 DESIGN REPORT

BT = (9257.4075)*(85+85-25)/2*1000 By applying moment equation about Rf,

= 671.162 Rr = 85.034 kg
SO Rf = 64.966 kg
38695.96335= 671.162 * Ø
Ø=57.65
To calculate ratio of diameter’s of master
cylinder to caliper we need to equate
achieved and required braking forces as
follows: Thus, from the above diagram,
By applying moment equation about Rf,
mv2/2s=2*µ*Fc COG about the Longitudinal axis = (Rr*wheel
9257.4075=2*0.4*Fc base)/W = 633.5598 mm (24.9433”)
Along Lateral Axis
Fc = 11571.75N
Rl - Left wheel reaction force
Now,
Rr - Right wheel reaction force
From pascal’s law,
W – Weight of the vehicle
(Dc/D mc) = (Fc/Fmc)(1/2)
= (11571.75/2700) (1/2)
= 2.07
Dc=2.07*D mc
The required braking force is less than the
available braking force.
Centre of Gravity (COG) -
Along Longitudinal Axis
From the above diagram,
Rf - Front wheel reaction force
Rl + Rr = 150kg = W
Rr - Rear wheel reaction force
By applying moment equation about Rl,
W – Weight of the vehicle
Rr = 57.554 kg
Rl = 92.446 kg

From the above diagram,

Rf + Rr = 150kg = W Thus, from the above diagram,
 MECHANIZERS 29.0 DESIGN REPORT

By applying moment equation about Rl, Load Transfer onto front wheels in the
COG about the Longitudinal axis = longitudinal view w.r.t speed of the vehicle
(Rr*track width)/W
= 435.6354 mm
Speed (kmph) Load Transfer (kg)
(17.151”)
Location of COG - 80 14.316
60 8.668
Axis Distance (mm)
Longitudinal 633.5598 40 4.641

Lateral 435.6354
Graph depicting the above data,

Load transfer: 20

In wheeled vehicles, load transfer is the 15

measurable change of load borne by 10

different wheels during acceleration (both
longitudinal and lateral). This 5
includes braking, and deceleration (which 0
is an acceleration at a negative rate). Load 0 20 40 60 80 100
transfer is a crucial concept in
understanding vehicle dynamics.
Load transfer can be calculated by the Scale: X-axis: Speed of the vehicle
following formula,
Y-axis: Load Transfer
LT = (μ*h*d*Rr) / (WB*g)

Where: μ - coefficient of friction between

the wheel & the surface (roads)
h - the position of COG in the Z-axis
Rr – rear wheels’ reaction force
d – deceleration
WB – wheel base
g – acceleration due to gravity
d = (Braking Force +Drag Resistance
+Frictional Force)/m
Where: Braking force = (mv2)/(2*s)
Drag Resistance = 0.5*C*ρ*A*v2
Frictional Force = μ*m*g
MECHANIZERS 29.0 DESIGN REPORT