Professional Documents
Culture Documents
Belgaum
2014-2015
K.L.E SOCIETY’S
B.V.BHOOMRADDI COLLEGE OF ENGINEERING & TECHNOLOGY,
HUBLI-580031
(An Autonomous Institution Affiliated to VTU, Belgaum)
2014 - 2015
CERTIFICATE
This is to certify that the report titled “SAE ECO-KART” is a bonafide record of
the Minor Project carried successfully by the students:
1.
The main intention behind that is to allow students to apply theory learnt class
to a practical situation. Provide students a favour of working in a simulated
industry environment. Students get an opportunity to apply theory learned in
classes to a practical engineering project. Students the knowledge and
experience in working in a simulated industry environment. Students are
challenged to provide an innovative design that meets the criteria of the design
competition.
4. Maneuverability,
6. Range of operation,
7. Aesthetics,
Motor controller
Battery
Transmission
3. Steering System
4. Braking System
5. Frame
6. Body design
7. Safety Equipments
Objectives of Battery:-
We have chosen battery from specification metrics table due to its efficiency of
quick charging and efficiency to discharge more power for longer time.
Chemical equation:
The Batteries are connected in series so that all the 4 battery equals one
battery of 48V of 80Ah of current.
3. Fuse. 6. Contactor
REGULATOR
CONTROLLER
POTENTIOMETER
PEDAL&
BRAKE
BRAKE
HAND
BRAKE LIGHT
The controller is system which controls the speed and direction of rotation
of the Motor. It has a circuit board where a number of nominal capacity
capacitors, circuit links, modules etc., this controller connects the Motor in order
to operate it at required speed using the potentiometer signal according to given
Throttle.
The schematic circuit of Controller. The controller unit figure is shown below:-
Standby Battery Current: < 0.5mA. Analogue Brake and Throttle Input:
0-5 Volts.
5V Sensor Supply Current: 40mA.
Motor Current Limit, 1 minute: 100A.
Size: 122x87x32mm
Motor Current Limit,continuous: 60A
Power requirement:10-50VDC .
Pulse Width Modulation circuit that is used to control the speed of the
motor by means of varying voltage supply to it. The Pulse Width Modulation is
connected to the
motor’s positive terminal and the negative is grounded.
The longer the switch is on compared to the off periods, the higher the
power supplied to the load is.
3.1. MOTOR
The important component of the eco-kart and also the powertrain system
which is used for propelling of the vehicle. The motor specification is given
below:-
= 80/ (2+40+5)
Transmission -
The Power shaft is then connected to the Rear Wheels with support of
bearings of justified series no.
Wheel diameter=0.2749
Primary reduction= 1
= 379.70 RPM
1) @1300 rpm
Drive Torque = 12.0* 1 * 22.11 * 0.7 = 185.724 N-m
2) @ 2000 rpm
Drive Torque =12.0* 1 * 8.997*0.7 =75.574 N-m
3) @ 3500rpm
Drive Torque =12.0*1*4.884*0.7 = 41.02 N-m
But, the nearest available safe size of the shaft is 38.10 mm having thickness of
6mm.
Calculation
3.6. Gradability
Drive force = mg sin Ɵz
m = 140 kg
g = 9.81 m/s-2
Ɵ = sin-1 ( Drive force / mg )
Calculation
When a car enters a corner, the inner wheels will cover a shorter radius than the outer
wheels. This is the explanation why the front wheels of the car do not point in the same
direction.
The Ackermann principle describes how the steering must be designed in order to allow
both of the front wheels follow a proper arc path.
Proper steering system reduces undue stress and heat to the front wheel and tires.
The intention of Ackermann geometry is to avoid the need for tyres to slip sideways when
following the path around a curve. The geometrical solution to this is for all wheels to have
their axles arranged as radii of a circle with a common centre point. As the rear wheels are
fixed, this centre point must be on a line extended from the rear axle. Intersecting the axes of
the front wheels on this line as well requires that the inside front wheel is turned, when steering,
through a greater angle than the outside wheel.
Rather than the preceding "turntable" steering, where both front wheels turned around a
common pivot, each wheel gained its own pivot, close to its own hub. While more complex,
this arrangement enhances controllability by avoiding large inputs from road surface variations
being applied to the end of a long lever arm, as well as greatly reducing the fore-and-aft travel
of the steered wheels. A linkage between these hubs pivots the two wheels together, and by
careful arrangement of the linkage dimensions the Ackermann geometry could be
approximated. This was achieved by making the linkage not a simple parallelogram, but by
making the length of the track rod (the moving link between the hubs) shorter than that of the
axle, so that the steering arms of the hubs appeared to "toe out". As the steering moved, the
wheels turned according to Ackermann, with the inner wheel turning further. If the track rod
is placed ahead of the axle, it should instead be longer in comparison, thus preserving this
same "toe out".
The steering system used in our vehicle has its tie rod directly connected to the steering rod in
the ratio of 1:1. The Ackermann angle of this type of steering is calculated as follows:
(𝑇𝑟𝑎𝑐𝑘 𝑤𝑖𝑑𝑡ℎ)/2
β=tan−1 ( )
𝑊ℎ𝑒𝑒𝑙 𝑏𝑎𝑠𝑒
From the below equation we can calculate the length of the Ackermann arm, the equation is
given by as follows
The value of turning radius is to be assumed. Also the values of track width and wheel base is
given. Substituting these values, the length of Ackermann arm is found. Now the values of
inner and outer angles are calculated as follows
R=(𝑅𝐼 2 + 𝑇𝑊 2 )0.5
𝑇𝑊 𝑊𝐵
RI=( )+( )
tan 𝛼2 2
1 1 𝑊𝐵
Outer angle 𝛼2 = ( )+( )=
tan 𝛼1 tan 𝛼1 𝑇𝑊
Inner angle 𝛼1 =
4.3.2. Ackerman
Ackerman steering makes the front tires turn at different rates for eg. the front inside tire will
turn faster than the outside tire when turning into a corner.
4.3.3. Caster
Caster affects the grip of both the front and rear of the cart .it does this by transferring weight
to the opposite rear wheel during cornering. if caster is decreased the kart will be easier to
steer
4.3.4. Camber
Camber is measurement by how far the front are leaning in or out as viewed from the front
of the kart.
Fig 4.6: Steering column with drop arm Fig 4.7: Steering wheel
Fig 4.9: ISO 7379_M10_×_20 Bolt and Nut [all dimensions are in mm]
Chassis altitude should be in slope from rear to front. Rear should be slightly higher than
the front.
Weight distribution should be 40-45% front and 55-60% rear and 50-50 % side.
Toe should be set out 1/16” to 1/8”-(1-3mm).
More caster is needed over the weekend to fight the tyre wear and loss of grip.
Front bumper should be of less weight.
Tyres should have less grip.
Energy source (muscular effort vacuum boost/power braking/surge brakes / spring brakes).
Transmission systems (brake lines/tubes, brake hoses (flexible tube), rods /livers/cams/cables
etc. Foundation brakes.
Wheelbase
Vehicle function
Pedal assembly
Master cylinder -initiates & control braking -two separate braking circuits (primary &
secondary) -2 pistons in the same cylinder - If one system has a leak , the other takes
care
Regulating valves -when load transferred to the front , braking at rear need to be
reduced
6.5. BRAKING SYSTEM DESIGN – The brake system was designed to the rules,
restrictions, and requirements provided by the SAE to ensure the vehicle can decelerate and
stop within a reasonable distance. The brake system was designed with a budget of 8000 rupees
and 10kg (98 N) of pressure applied by driver.
6.5.1 MASTER CYLINDER – The master cylinders play a large part in the design phase. In
order to satisfy the deceleration goal of 0.9 g the master cylinders would have to be able to
transfer the correct amount of pressure to the brake caliper pistons. The master cylinders
chosen to do so are the rear master cylinders for a Yamaha r15 disk brake. With a 0.75 in.
bore, they would provide more than enough pressure given an average 40 kg(392N ) driver
input force by a 4:1 pedal ratio(lever arm ratio for master cylinder input force). The average
10 kg driver input force was determined thru literature survey by the team and the 4:1 pedal
ratio was decided based off calculations and pedal configuration and verified by the average
driver foot size.
6.5.3 BRAKE PEDAL – The brake pedal was designed to accommodate the required pedal
ratio. The minimum ratio required to generate required force to stop the vehicle is 3.4:1 with
a driver input force of 98N. In order to make the brake pedal the correct length for the average
foot size of our drivers the ratio was increased to 4:1 (8 inch pedal). This will allow us to
require even less driver input force than the minimum experimentally measured. With the
pedal ratio of 4:1 the new minimum required driver input force to stop the vehicle becomes
40kg. Not only will this help us stop quicker but this will also help prevent driver fatigue
during an endurance race. The brake pedal will be designed out of 6061-T6 aluminium to keep
weight down while still having more than enough strength.
Ms/M =¥
H/Wb = X
h = vertical distance from C to G to ground on the level (m)
Wb = wheelbase (m)
X= relative center of gravity height
Vertical distance from c of g to ground is 10 inch = .254 m
The changes in axle loads during braking bear no relationship to which axles are braked.
They only depend on the static laden conditions and the deceleration.
a = deceleration (g units)
M = total vehicle mass (kg)
Mfdyn = dynamic front axle load (kg)
Dynamic rear axle load =83.72 kg
Braking Force
The total braking force required can simply be calculated using Newton’s Second Law
M=140 kg
A= .9 g
G=9.81m/sec2
Total braking force =1236.06 N
The braking force can only be generated if the wheel does not lock because the friction of
a sliding wheel is much lower than a rotating one. The maximum braking force possible
on any particular axle before wheel lock is given by:
The effective radius (torque radius) of a brake disc is the centre of the brake pads by area.
For dry discs it is assumed to be:
T=146.02Nm
Re=.09m
Coefficient of friction =.40
N=2
Clamp load = 2028.05N
System Pressure
Pressure is a function of the required clamp load and the piston area. Remember on an
opposed piston disc brake it’s only the area on one side of the disc.
C= 2028N
A=.4418
P=4590.3 MPa
Pressure = (Leg force on the pedal) x (Pedal Ratio) divided by (Master Cylinder Piston Area).
Pressure =484 psi
Stopping distance
7.2. Objectives:
Our objectives in designing an Eco Kart frame are:
Providing ultimate level of safety for absorbing all the impact and protect the driver
Be aesthetically pleasing
Lightweight
Easy to sit and leave the seat
Simple Design for Easy Manufacture
7.3.1. Safety:
Safety is the top priority in the design of the frame. Most of the SAE rules pertain to safety.
The selected material has been chosen is strong enough to sustain all types of load which are
supposed be applied over it. And the diameter and thickness of primary and secondary
members must be enough with some factor of safety.
Triangulation has been done to the places where the loads are more which are proved to more
efficient than rectangular members.
Shock absorbing bumper is used, where spring is used which increases comfort while small
impact.
For designing and deciding the dimension we first considered the space needed by the driver
to seat comfortably. To improve ergonomics, driver is provided with more legroom. And we
have taken care that driver of 5’6” height to 6’2” can be seated without compromising with
comfort.
And further more keep the space minimum just to keep the motor and CVT assembly behind
the driver seat. Here’s a diagram showing all dimensions
` Fig 7.2: Dimension of frame design (Top view) [all dimensions are in mm]
And aluminum has density 3times less than that of steel, hence increasing strength to weight
ratio a lot, really a tempting one. But it costs more, and comes with unnecessary complication
for fabrication. We need to take special care for attaching each and every mere thing.
Where working with steel is very easier compared to all other material. On steel we can mount
each part easily by simple welding processes. It is the most promising one. Price is also less,
and easily available. And a little heavier chassis may show better results in weight distribution.
So we decided to use steel for frame. But in some other parts, where it is convenience we will
use aluminum also.
But there are a few thousands types of steel available. We faced it very difficult for choosing
among them. We need to find best strength to weight ratio and also other favorable properties
like ease of fabrication.
Properties:
Where,
E: Elastic modulus [205000MPa]
I: Second moment of inertia (mm4)
The best way to increase I while decreasing area is to increase outer diameter and decrease
wall thickness. The minimum wall thickness we are recommending to be 1.6mm as anything
less than that is very difficult to weld.
And to keep the weight minimum we need take minimum outer diameter, which just can bear
the load on it in all driving condition.
Choosing correct outer dia was like a iteration. First we choose 25.4mm, then found it not
satisfactory and decided to use 31.8. Then after analysis we found 28.6mm tube also holds
good and we finalized it. Only one tube on which most of the drivers weight directly affects
we are providing wall thickness of 2mm.
= 254417772
I = 12410.62 mm4
Bending strength, B =
B = 338471 Nmm
= 338 Nm
It is enough because it achieved even the BAJA rule which was our bench mark for highest
strength.
Circles or semicircles are good shapes to work with since they lack corners. Corners tend to
act as stress risers. Welding involves joining two or more metal parts together. When this is
done, it creates a corner or an edge, where stress concentrations can occur.
Furthermore, bending one is not joining two separate bodies so the end result is tougher as
the weld is something that is more likely to fail. Bending instead of welding, the loads are
distributed more evenly improving the rigidity of the frame.
In areas of the frame where welds are needed, there three tubes may be joined and that join
together to create a triangle. Triangle is a good shape from a structural standpoint as it is the
next shape with the fewest corners. A triangle less likely to twist than a rectangle or other
polygon. Another advantage of the triangle is that is can be slanted and this increases the
likeliness of something to deflect off of it when it is hit.
Still for the driver comfortable work all the parts are spaced such a way that from his seating
position he can extend his arms to the all components he may need to.
7.3.7. Manufacturability:
Simplicity in the design is important in order to make it easier to manufacture. However, due
to a combination of the material choice and bend usage instead of welds in certain locations,
the overall manufacturability is negatively impacted. The steel has a tendency to wrinkle when
bending because of its high stiffness and the relative thinness of the walls of the tubes. To
improve manufacturability, only the tubes having less relative thickness may be blended.
Welding: Tungsten inert gas, or TIG welding is most time consuming type of welding
process. But it is too costly and not available everywhere. And for critical joints it is difficult
to do.
So for us metal inert gas, or MIG welding will be helpful. And it is cheaper and easier than
TIG welding. This process is very precise and suitable for ECO KART frame as it creates no
spatter or slag and is the cleaner type of welding process because it requires no clean up.
However, it requires a lot of pre-weld prepping and meticulous cleaning of the material.
Modern racecar bodies are usually made out of the lightest materials with only enough
strength to accomplish the task of holding their shape for aerodynamic performance during the
race. The best composite material would be carbon fiber. However, carbon fiber material is
not a feasible idea because of its price and unavailability.
We need body works just to make the kart look good and for a little aero dynamic effect. It
should be little strong just to be able to withstand the aero dynamic resistances. We are fixing
foam sheet with fasteners and glue as body of our vehicle
The bottom floor pan will be made from a sheet of aluminum having thickness of 0.035”,
for allowing the driver to keep his feet comfortably on the frame.
Design are progressively superior to the previous in terms of strength to weight ratio.
1. Static load
2. Frontal Impact
Applying 4g force impact analysis is done. The results are shown below:
8.1. Rods & Fasteners: For assembly we have used some materials and fasteners, here’s
a list of some most used things.
1. Shape rod for making cage for battery, stand for motor, CVT, and other
components
2. Shape rod for making sub frame on main frame to keep and mount all
other components
8.2. Mounts:
8.2.1. Steering system mount:
The figure shows the cage made of L-shape rod for battery
and the small box for main switch, which is spaced on the left
side of the driver seat.
The back portion of the seat is kept on the tube which goes
across the frame, which takes most of the driver’s weight.
On those cross tubes there are to L-shape small stand which
supports the seat from the front. And seat is fitted on those
with suitable nuts and bolts.
We have done an innovation to our front and rear bumpers. It is mostly based on safety of
driver as well as its comfort level also enhanced at time of impact. We have employed shock
absorbing spring between the main frame and bumper, which absorbs the most of the shocks
before it gets transmitted through metal tube.
Fig 8.2: Distances of the weights from the front axle [all dimensions are in mm]
The figure shows the distances of considerable weights. From the values and distances of the
weights the distance of the center of mass from the front axle was found. From that we got a
ratio of weights acting front and rear axle.
The result is
Front: rear = 40.0625: 59.9375
Which is not 100% perfect but the results are acceptable. There should not be any problem
with it.
11.The S-90 Go-Kart; Alternative Design Report 1-By James Paolino, Alexander
Jadczak, Eric Leknes, and Tarek Tantawy; Sean Stenglein. NSF Projects; Ashford,
CT. 860-429-1059
12. Union College SAE Baja Vehicle Design Report- by Matthew Beenen, Jon Wilson
and Ned Lincoln