1

CHAPTER 1
INTRODUCTION

1.1 BACKGROUND OF STUDY
2 Bosch Power Tools Asia Cordless Race 2011 is held to celebrate Boschs 125 anniversaries in 2011
and also to promote Bosch tradition in innovation. This competition is open to students from any
Malaysian university and technical institutions. This competition challenges student to design a
blueprint for a racing kart powered entirely by 4 Bosch GSB 18V-Li Professional cordless drills. 12
teams are shortlisted based on structural draft at the Open Car Park Space on Jalan Binjai, near KLCC
on 30 July 2011. The winner of the race represents Malaysia at the Grand Finals in Beijing, China.
Other participating countries are China, Thailand, Philippines and South Korea.
UTP have received invitation from Bosch to participate in this event, just like IPTA and IPTS
throughout the country. UTP then has form a team of 5 people including author, named Shooting
Star, and supervised by a lecturer, Cik Affandi to participate in this project.

1.2 PROBLEM STATEMENT
Chasis frame and steering system are two important elements in a racing kart. Chassis frame serve as a
basic structure that support the driver, transmission and steering system. Chassis frame must be able to
handle various loads such as bending and torsion load during driving and cornering. Steering system
function is to steer racing kart according to driver input accurately. Steering system should incorporate
Ackermann geometry to prevent tire slippage during cornering. King pin inclination in steering system
can reduce the steering effort by the driver.
In this competition, design for chassis frame and steering system must be according to Bosch
specification. As informed, the budget allocated for a team in this competition is RM9000. Therefore,
fabrication chassis frame and steering system against various loads during driving and cornering. Chassis
frame and steering system should be as light as possible but able to handle required loads. Material
selection process can also affect the overall project cost.


2

1.3 OBJECTIVE AND SCOPE OF STUDY

Objective of this project is to design, analyze, and fabricate chassis frame and steering system
foa a racing kart. The design and fabrication of chassis frame and steering system must comply with
Bosch specification and budget allocated.
Scope of study for this project will be within the ability of author as a student. Chassis frame and
steering system will be designed using CAD software. Chassis frame will be analyzed by FEA software to
ensure that the design is strong enough to withstand various loads. Simulation also will be done on
steering system using CAD software to ensure that the design in functional. Material selection process
then will take place to ensure that it is cost effective. Fabrication phase then will take place with the
help of UTP technician on technical work, such as welding and plasma cutting, as students does not have
the ability to do so.
















3

CHAPTER 2
LITERATURE REVIEW

2.1 BOSCH KART SPECIFIATION
These Bosch kart specification is taken from project brief provided by Bosch. Racing kart that will be
design and fabricate must comply all these specifications.


4



Figures above show some example of racing karts that was fabricated by Bosch Malaysian and by
university student in China. These racing kart examples give a good estimation of the required kart
dimensions and what features that can be included in the racing kart.


5

2.2 RACE TRACK LAYOUT


This is the outline of race track for Bosch Power Tools Asia Cordless Race 2011. The race track
consists of straight lines with semi circle corners that completes as one round. On one side of
straight line there will be 2 areas where cones are placed and racing kart are supposed to steer
trough it in zigzag manner. Total length of this race track is approximately 270 meter. From race
track layout, it can be seen that racing kart need to accelerate trough straight line, and steer
accurately trough cones to win the competition. Therefore, chassis frame need to be light in weight
and steering system need to steer racing kart accurately.







6

2.2 PAST FYP CHASSIS DESIGNS


2.3.1 FIA Standard Go-Kart
This is the chassis frame of a FIA standard go-kart based on FYP Go-Kart Chassis Design and
Construction. This project objective is to build a cheap standard go-kart for public use.

2.3.2 Formula SAE 2007
This is the chassis design of FSAE 2007 or SF-02 according to FYP Design and Analysis of a Hybrid
Composite-Steel Frame chassis for a Small Race-Car. This project objective is to builds a fast race car
in order to win the competition.

2.3.3 Shell Eco-Marathon 2010
This is the chassis design of SEM 2010 based on FYP Design and Fabrication of a Simple Vehicle
for competition in Shell Eco-Marathon 2010. This project objective is to build a prototype car that
has best fuel economy to win the competition.

7

2.3.4 Review on past FYP chassis design

All 3 chassis frame design serve different purpose based on respective FYP objectives. Standard
go-kart chassis frame uses mild steel 1020 because it is strong and cheap. Downside of using mild
steel 1020 is that it will be a bit heavy. Formula SAE chassis frame uses steel alloy 4130 because it is
strong and light weight.Downside of using steel alloy 4130 is that it expensive. Shell eco-marathon
chassis frame uses aluminium 2040 is that it is not strong. All 3 chassis frame design uses different
tube size because they are acted on different load values. Overall chassis frame design
configurations for all design are also different as they will have different compartment function and
dimensions. Torsion stiffness value is not compared due to huge difference in value as each project
uses different method to calculate it.
Material for this project should be light weight, strong and cheap. All these requirement need
to be met but in reality this is impossible. From past FYP chassis material comparison, it can be seen
that each project has to accept one of material disadvantage to compensate the advantages.
Therefore material selection process will be crucial to decide which requirement is important.
2.4 CHASSIS FRAME THEORY
2.4.1 VERTICAL BENDING


Vertical bending force due to load is the most crucial factor on a racing kart. This is because load
will be applied whether in static or dynamic condition. For this project, load will come mostly from
driver and transmission compartment. The reactions are taken up at the axles. Vibration and gravity
can raise and lower the magnitude of this force.

8

2.4.2 Longitudinal Torsion

Torsion loads result from applied loads acting on one or two oppositely opposed corners of the
car. These reaction forces can come from ground obstacle and during turning around corners. Roll
bar usually is installed to counter these forces and make sure the chassis is rigid.
















9

2.5 STEERING SYSTEM THEORY

2.5.1 Steering Kinematics
Steering rod is the simplest form of steering system. It uses pivot and linkages to turn both wheels.
Bosch race kart would likely to use steering rod as its steering system rather than rack pinion or
worm sector steering system also would cost more and takes more time to be fabricated.


10




Table shows typical steering system used in many DIY go-kart designs. As mentioned before,
steering rod mechanism is simple and does not require many parts. The calculations for turn angle
and radius also can be easily done. Front coupling means the tie rods position is behind front wheel
axles. Rear coupling means tie rods position is behind front wheel axles. Decision whether to use
front or rear coupling depends on chassis frame and compartment positioning.





11


2.5.3 Ackermann geometry

Ackermann geometry is the geometric arrangement of linkages of wheels on both sides.
Ackermann geometry ensures that both front tires are tracing the same turning circle thus avoiding
tire slip from occurring. Ackermann geometry depends on the racing kart wheel base and distance
between two steering pivot. A simple approximation to perfect Ackermann steering geometry may
be generated by moving the steering pivot points inward so as to lie on a line drawn between the
steering kingpins and the center of the rear axle.






12

CHAPTER 3

METHODOLOGY

3.1 RESEARCH METHODOLOGY


13



3.2 PROJECT ACTIVITIES

Before proceeding into this section, some of the information needs to be clarified. During the
Bosch team member discussion, our team name is chosen to be Shooting Star and our racing kart
name is Dash-3. Note that Bosch cordless race project started before FYI timeline, thus the
fabrication finishes before FYP2 timeline where detail finite element analysis and simulation take
place. This is because Bosch competition race day is within the FYPI timeline. However the
methodology will follow the sequence that was intended as if the race day is in FYP2 timeline. This
project activity section shows the overview of what has been done during this final year project.
Details of FYPI, FYP2 and Bosch competition timeline can be referred to Appendix B.
3.2.1 Literature review

Literature review is about the research on chassis frame and steering system. Previous FYP
chassis frame design is revisited to compare it to authors FYP. Findings from books and internet
sources will be compiled and analyze from this FYP point of view. Theory necessary to design proper
chassis frame and steering system will be discussed as well. Literature review has been done and
can been seen in chapter 1 section.









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3.2.2 Design Phase
3.2.2.1 initial sketches of chassis frame


After initial discussion with teammates and supervisor, several design decision has been made.
Chassis frame outline has been decided with transmission compartment sit on the back of racing
kart. Suspension system is not included in the racing kart as the racing track prepared by Bosch is on
a flat road, so vibration is low. Damping effect of tire is sufficient to suppress the vibration. 2 track
and 3 wheel configuration is selected as using 3 tires will save weight. Bicycle tire is chosen instead
of standard go-kart tires because it is lighter.





15





3.2.2.2 initial sketches of chassis frame


From the initial sketch, it was decided that single piece steering rod with front coupling steering
system is going to be used. This is because this system requires less part compare to other steering
system, thus reducing the cost. Turn angle can be determined fairly easy with this system compared
to other system due to its simplicity. Bicycle handle is used instead of normal round steering
because transmission pedal is going to be installed through bicycle brake system. King pin will hold
the bicycle wheels and the pivots are going to be arranged according to Ackerman geometry.





16








3.2.2.4 Initial calculation on steering system

17





18


In this section, load diagram is constructed using estimated main loads which are driver and
transmission. Chassis frame can be analyzed in 2 dimensions through this method. From shear force
diagram, it can be seen that maximum shear force(508N) occurs at transmission load point and
shear sign changes to negative at driver load point, indicating where maximum bending occurs.
From bending moment diagram, it can be seen that maximum bending moment occur at driver load
point (point C) with value of 295Nm.

This section contain the process to calculate the minimum turning circle and see whether it is
within the 10m wide turning circle specification by Bosch. Ackerman steering geometry principle is
used to calculate the turning circle. With perfect Ackerman geometry, at any angle of steering, the
centre point of all of the circles traced by all wheels will lie at a common point.

19


From table 8:
- Measurement 1(front pivot axis distance) =900mm
- Measurement 2 (Wheelbase) = 1495mm

Therefore, to find the suitable angle of kingpin:
Therefore, to find suitable angle of kingpin:








20


B= 900/2 =450mm
A= 1495mm

1
= tan
-1
(a/b)= = tan
-1
(1495/450)= 73 (rounded)

2
= 90-73 = 17 (Ackermann angle)

To determine turning angle of right tire when left tire is steered 45:
Ackermann relationship:

1
= 45 (left wheel)

2
= right wheel turning angle
a= 1495mm
s= 900mm
tan
2
= a
a + s
tan
1

tan
2
= 1495
1495 + 900
tan 45

2
= 32 (rounded)


From calculation above, Ackermann angle is determined to be 17 degree and this angle is used
to aligned king pin pivots. Ackerman relationship can be used to calculate left and right wheel
turn angles.


21




Now to calculate turning circle at 45 degree right wheel turning angles:

Ackerman relationship:
R=turning circle radius


From calculation above, racing kart turning circle is 1.5m(same value as wheelbase) and
it is within the Bosch specification of 10m turning circle.




22

3.2.2.5 CAD design of chassis frame


Based on initial sketches and design criteria, CAD design of chassis frame is done using
CatiaV5. Chassis frame consist of main frame and support frame. Main frame uses 27mm outer
diameter metal tubes with 2.5mm wall thickness and it is aimed to handle most of bending load
from driver and transmission. Support frame uses 27mm outer diameter metal tubes with
1.8mm wall thickness and it is aimed to support main frame in terms of torsion load. Other
specification of chassis frame can be seen on table and detail engineering drawing can be seen
on Appendix C (Sheet 1).



23

3.2.2.6 CAD design of steering system



Based on initial sketches and design criteria, CAD design of steering system is done using
CatiaV5. The steering system uses single piece steering rod with front coupling steering system.
King pin assembly pivots are aligned using Ackermann angle. Other specification of steering
system can be seen on table and detail engineering drawing can be seen on Appendix B(Sheet
2).









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3.2.2.6.1 King pin inclination angle in steering system



King pin inclination angle of 12egree is chosen based on typical KPI angle used in
standard go-karts. Scrub radius is distance between king pin inclination axis to tire contact
patch. If a car has no scrub radius the car will react too quickly to change direction while too
much scrub radius will heat up the tire and cause premature wear. Scrub radius provides feel
or feedback to the driver. Detail engineering drawing can be seen on Appendix C (Sheet 3).












25





3.2.2.6.2 Calculation on king pin inclination angle.






26




King pin inclination angle is included in steering system to reduce the scrub radius thus reducing
steering effort. Calculation above proves that steering effort of turning tyre 45degree on dry
road, energy of friction between tyre contact patch and road is reduce by 40%, compared to
steering system without KPI.

3.2.2.7 Material selection

There are many factors to consider when selecting material for chassis frame and
steering system. Material tensile strength and yield strength will determine how heavy the
chassis frame and this will affect the performance of transmission system. Survey was done to
make sure how much each material cost and whether they are available or not. Welding process
also must be considered as outsourcing to welding shop will cost a lot. Based on surveys done
on metal shops around penang, several materials have been identified. Possible material
properties are tabulated as below.

27








Previous table shows several criteria in choosing suitable material for chassis frame and steering system.
Density is preffered to be low as it will make overall weight low. Strength is preffered to be high to
handle bending and torsion loads. Cost is preffered to be low so that component price will be within the
budget allocated by Bosch. Welding processed is preferred to be in UTP because it is free and easy to
work due to short distance from hostel. Time constrain is also related to welding process. If welding is
done outside UTP, working time will be limited compared in UTP as outside shop open in working hours
only.


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Based on the decision matrix above, mild steel (JIS SS400) is chosen because it is strong, cheap
and can be welded in UTP. Disadvantage of using this material is that it is heavy and this is a sacrifice
that has to be made as there is no perfect material in this world.



3.2.3 Analysis Phase

3.2.3.1 Finite element analysis on chassis frame
3.2.3.1.1 Bending load test

29


Bending load test is done using Catia V5 as show in above diagram. Loads that are going to be
test are driver and transmission loads determined o be 600N and 400N respectively. Chassis frame is
clamped at front and rear tire mountings and load is applied on steel tubes shown in figure above.


30


Bending test done on chassis results on von misses stress distribution shown in figure above.
Maximum stress value is 2.49 X 10^7 N/m^2 and this value is smaller mild steel (JIS 22400) yield
strength , which is 205 x 10^8N/m^2. This shows that chassis frame is able to withstand bending load
and it will not plastically deform. From initial calculation section is known from simple calculation that
point C is going to be the maximum bending point. Therefore triangular support is added to that point to
strengthen chassis frame from bending load. It can be seen that load is distributed evenly at the end of
triangular support to reduce stress at point C.


31


Bending test done on chassis frame resuts on translational displacement vector shown
in figure above. Maximum displacementis 0.319mm and located at the centre beam of chassis
frame. This value is considered low and negligible s bend of value less than 3mm cannot be
detected by naked eye. Chassis frame also have metal plate as base and this further strengthen
the center beam. Chassis frame with applied material of mild steel (JIS SS400) weighs 22kg.


32


Torsion load test is done using CatiaV5 as show in above diagram. Loads that are going to be teat
are 500N vertical load on front tire mountings with different direction for left and right mountings.
Moment generated by this forces can be considered the moment applied during cornering. Chassis frame
is clamped at rear tire mountings and load is applied on mounting as shown in figure above.


33



Torsion test done on chassis results on von misses stress distribution shown in figure above.
Maximum stress value is 4.18 X 10 N/m^2 and this value is smaller than mild steel (JIS SS400) yield
strength, which is 205 X 10^8 N/m^2. This shows that chassis frame is able to withstand torsion load
during cornering and it will not plastically deform.

34


Torsion load test that is done on chassis frame results on translational displacement vector
shown in figure above. Maximum displacement is 11.2mm and this value is located at the roll bar. This is
because the roll bar is the furthers point from torsion load centre point. Displacement value on front
mounting from this test is important to calculate torsion stiffness value on next page.



35

3.2.3.1.3 calculation on torsion stiffness


Calculation:
K= M

K= (2)(500N)(0.45m)
[ tan
-1
6mm
450mm 180
K= 33752Nm/rad

Torsion stiffness or rigidity is calculated using above equation. This value is ratio applied torsion
moment angle of twist. Torsion moment is applied force times distance of mounting point to the centre
of chassis. Since there is 2 applied force, moment is times by 2. Angle of twist in degree is converted into
radian beforehand. Displacement of mounting points is taken by their rounded values. Which are 6mm.
torsion stiffness value is a typical method used to measure the rigidity of a chassis.


36

3.2.3.2 Simulation of steering system

Steering system is simulated using Adams View as shown in figure above. From observation, it
can be seen that when wheel is turn at 45degC, left wheel is turning at smaller angle thus indicating that
steering system is according to Ackermann geometry. It is also can be seen that right and left wheel is
cambering positively as it turns. This is due to king pin inclination angle, making wheel turning on tilted
axis.




37



Steering system simulated in Adams View was analysed using rotation measurement on king in axis.
Graph then was plotted using post processing and data can be taken and tabulated as in table above.
From the graph we can see that right and left turning angles are according to Ackermann geometry
along with the effect KPI angle.

38

3.2.4 Fabrication phase
3.2.4.1 Bill of material and cost







39



40


From the bill of material and cost table, it can be seen that mild steel plate cost is highest. This is
due to the fact that raw materials from factory are usually bought in bulk. It is not possible to buy in
specific dimensions. Welding cost is free due the fact that mild steel can be welded in building 21, UTP.
This has saved a lot of cost for chassis frame. Steering system bill of materials consist of many standard
and bicycle parts that can be bought from shop. Budget allocated by Bosch is RM12000 and team
members has decided that the budget should be divided into 4 parts, each consist of RM3000. A part of
the budget is allocated to chassis frame and steering system assemblies. Another two part of the budget
are allocated to transmission and pedal mechanism. The last part is kept for unpredictable budget
request. The overall cost for chassis frame and steering system is RM1500, which is half from the
allocated budget.








41

Fabrication process.
Once finalize design of chassis frame and steering system was accepted by supervisor, followed
by purchased the material and parts. Machining process will be done on raw materials which are mild
steel tube and plates. Common machining equipment needed are grinder, abrasive cutter, milling
machine, lathe machine, plasma cutter and welding equipment. Machining process which require a
person expert in plasma cutter and welding will be done by technician instead of student.

In fabrication phase, a lot of equipment and machine was used to ease the fabrication process.
The equipment needed are abrasive cutter, angle grinder, pipe bender, milling machine, lathe machine
and welding equipment. Next page shows several fabrication processes that have been done in this
project.

42


Mild steel round tube that was bought is covered with oil to prevent it from rusting. Therefore it
must be clean using soap and tissue so that other fabrication process such as cutting and notching can
be done easily.

Cleaned mild steel tube then was cut suing abrasive cutter in building 21 lab to predefined
length. This is ease the nothing process as there is material to be removed.


43


Steel plates are cut using plasma cutting process as it is tick and hard to be cut by using grinder
or hand saw. Predefined cutting dimension must include sufficient gap as plasma cutting accuracy is low.
Steel plate the can be trimmed using grinder to smooth out edges.

Steel tube that has been cut to their predefined length must be undergoing the notching
process. Tube notching is done using hand grinder. Nothing Is done to close the gap between tubes
joint and will make welded joint stronger.

44


Steel tube that has undergone the notching process that can be welded together to form chassis
frame. The trimmed steel plate can be welded to form a king pin for the steering system.

Assembly process can be done once the chassis frame has been welded. Completed chassis
frame than can be attached to king pin to have it stood on wheels. Steering component can be
assembled and ready other assembly component such as chassis cover and transmission.




45

CHAPTER 4
RESULTS AND DISCUSSION

4.1 Final CAD Model of racing Kart

This section shows the final CAD model of chassis frame and steering system and this is the
scope of FYP project. Full assembly contains other racing kart components such as transmission and
chassis cover. Detail engineering drawing can be seen on Appendix C (sheet 3 and 4).



46



4.2 Final Product of Racing Kart

This section contains the final product or fabricated chassis frame and steering system assembly.
Figure above shows fully assembly of Dash-3 kart ready to race on track. Full assembly contains other
racing kart components such as transmission system, brake system and hand throttle system.


47

4.3 Race Day of Bosch Competition
After fabrication phase is complete, Dash-3 kart participated in the Bosch Power Tools Asia
Cordless Race 2011 competition on 30
th
July 2011. Shooting star team got 6
th
position out of 12 teams
after lost in quarter final race. 1
st
position won by raging bull team from Universiti Tunku Abdul Rahman
and 2
nd
position won by Quad drive team from UCSI University. From observation, racing karts that won
have lighter chassis frame and their steering system does not include camber angle.






48

4.4 Design Improvement Ideas
As discussed in previous section, it is known that shooting star teams racing kart (Dash-3)
managed to get 6
th
position out of University teams. This means Dash-3 kart can still be improved in
terms of design and current design is not up to the standard during the race. This section is to discuss
what can be improved on it terms of design on chassis frame and steering system specifically. These
design improvement suggestion can be useful for future literation of this racing kart and also for other
similar projects.
Chassis frame can be improved in terms of design. During the race day, it can be seen from
observation that racing kart of winner team had lesser team in chassis frame and possibly be light in
weight. Current chassis frame may have been overdesign to handle more load than it should be,
therefore future chassis frame should be design with minimum beam connections. This can make the
chassis have less weight thus improving racing kart speed. Secondly, chassis frame could use better
materials, such as aluminium or alloy steel. The reason why current chassis is using mild steel is due to
time constraint, where welding should be done in UTP. Therefore, if other material is considered, chassis
frame could use different tube thickness configuration and may result in lighter chassis frame.

Steering system also could the improved in term of design. During the race day, many other
teams had problems with their tyre axles whereby they deform plastically and one team had one of their
type axle failed thus disqualifying the racing kart. Therefore, king pin assembly in steering system should
use thicker material to handle such high load especially during cornering. Secondly, the current usage of
bushing in racing kart is not appropriate due to high load during cornering. Therefore high resistant
bearing should be used instead so that the steering system can last longer.







49

CONCLUSION

As a conclusion it is clear that this project is relevance in terms of research that is need to
complete the project. Chassis frame design and steering system design and fabrication uses a lot of
mechanical and automotive engineering knowledge. It is also feasible in terms of time even though the
time schedule is a bit tight due to this project is in conjunction with Bosh Power Tools Asia Cordless Race
2011. 2D analysis of chassis frame shows that the driver load point is the maximum bending point. 2D
analysis of steering system shows that the turning radius is within the Bosch specification. Detail analysis
of chassis frame shows that it can withstand bending load and torsion load. Detail analysis on steering
system shows that right and left wheels are turning according to Ackermann geometry, thus preventing
tire slippage during cornering. King pin inclination in the steering system also helps by reducing the
steering effort during cornering.
Material selection matrix process shows that Mild Steel (JIS SS400) is the most suitable material
for chassis frame and steering system. Bill of materials and cost show that the overall project cost is
within the budget allocated. Fabrication processes involved in this project are grinding, tube notching,
plasma cutting and welding. The final product of chassis frame and steering is within the Bosch
specification and is within the budget allocated. Fabricated chassis frame function properly as the basic
structure to support racing kart from various load during driving and cornering. Fabricated steering
system functions properly and driver can steer racing kart trough cones accurately. Fabricated final
product participated in the race and results in 6
th
position out of 12teams. Design of chassis frame and
steering system can still be improved for future iterations.









50



CHAPTER 6
REFERENCES

1) Bosch (2011), Bosch Power Tools Asia Cordless Race 2011 Project Brief, General Guidelines for
Car Design & Competition section included in report as appendix.
http://www.scribd.com/doc/58264572/Bosch-Power -Tools-Asia-Cordless-Race-2011-External-
Project-Brief-300311. Retrieved on 2011-5-16
2) Wan Hasni Hakimi Bin Wan Hanafi (2004), Go-Kart chassis Design and construction, Final Year
Project, Mechanikal Engineering Department, Universiti Teknology Petronas.
3) Nurzaki Bin Ikhsan (2008), Design and Analysis of a Hybrid Composite-Steel Frame Chassis foa a
small Race-car, Final Year Project, Mechanikal Engineering Department, Universiti Teknologi
Petronas.
4) Bill Riley(2000). Design and Analysis of Vehicular Structures, masters of Engineering Report,
Cornell University.http://rileydynamics.com/m-eng%20web/meng_index.htm. retrieved on
2011-5-13
5) BFF Design Ltd (2008), Built-For-Fun EVs electric vehicle plans, building and hobby engineering
site, Built-For-Fun EVs.
6) http://buggies.builtforfun.co.uk/index.php. Retrieved on 2011-5-16
7) Stephen Burke (2006). complete Set of Free Racing Kart Plans. Kartbuilding.
8) http://www.kartbuilding.net/racingkart/index.html. Retrieved on 2011-5-6.
9) Mitsubishi Lancer Register (2011), Can I improve the handling of the car by changing the wheel
alignment?, Mitsubishi Lancer Register.
10) http://www.lancerregister.com/faq_t01.php. Retrieved on 2011-5-16.Wikipedia (2011),
Ackerman steering geometry,
11) http://en.wikipedia.org/wiki/Ackerman_Steering_geometry. Retrieved on 2011-5-16.








51

GENERAL GUIDELINES FOR CAR DESIGN AND COMPETITION

1. General Condition
The task shall be to design and submit a blueprint for a Li-ion Vehicle powered by 4 BOSCH GSB 18 LVI
Professional cordless impact drills/ drivers by 5.30pm, 14 May 2014.
The top eight entries will be shortlisted with each team receiving and allowance of RM12000 to
fabricate karts base o their blueprint submission. These entries team will then race their Cordless Kart
on a specially designed race track at the Open ar Park Space on Jalan Binjal, near KLCC on 30 July 2014.

2. Dimension, Mass, Design
a. There are no restriction to the mass of the vehicle.
b. Dimensions: At the determination of dimensions the conditions of delivery to the spot shall
be taken into account width: max 130cm)
c. The distance between the drivers foot and the vehicles front shall be at least 300mm.
d. The seat shall be placed in such manner that there should be the largest safety distance
possible provided between the seat and the sides of the vehicle.
e. A roll bar shall be installed, which rise above the drivers crash helmet by a min of 100mm.
f. The driver seat shall provide for the proper side support of the driver. In the line of the
shoulder and the thights the seat shall rise from the plane of the seat by min 100mm. Racing
bucket seat are allowed to be used.
g. The vehicle shall proceed on two or three tracks, and it shall have three or four wheels.
h. The vehicle should have a minimum ground clearance of 70mm with driver on board.
3. Safety
a. A safety belt with at least a two point belt installation shall be used, the installation point
shall be marked on the kinetics diagram.
b. Use of crash-helmet with chin protection shall be compulsory.

52

c. Closed clothing full covering hands and feet shall also be compulsory. Race suit may also be
used.
d. The source of power (battery packs) (in addition to the original 4 PCs of power tools) shall be
fixed in a safe manner, and the vehicle shall be equipped with a circuit breaker switch.
e. The vehicle shall have a side brace that protect the driver from injuries in case of a possible
collision.
f. The leg space of the vehicle shall not be open in a downward direction (in order to avoid foot
injuries)
g. The construction of the vehicle should not have an sharp and/ or extension parts that would
present a hazard to the driver or to the other competitor in case of a possible collision.
h. The vehicle shall be constructed in such way that the height of the seats seating surface may
not exceed 50% of the vehicle width.

4. Framework, Vehicle Body
a. The chassis of the vehicle shall be made in accordance with Section 2.a carrying the self-
made driving license (machinery), the whole driving chain and the driven wheel.
b. The vehicle does not need to be equipped with a closed body-work, but the moving parts of
the drive shall be covered by protective casing for safety purpose.
5. Motor
a. The drive shall be resolced by the use if the provided power tools.
b. The provided power tools may not be modified for the purpose of it to be used, it cannot be
disassembled (it must not lose its original function as a drill)
c. For the drive of the vehicle only the individual batteries of the 4 pieces of provided power
tools may be used (modification not allowed)
d. For the drive all 4 power tools provided shall be utilized.
e. The individual batteries of the power tools used may be utilized in the course of the
preparation process. For the whole period of the competition the batteries of the required
quantities and the charge-up shall be provided to the teams by the organizer.

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f. The 4 power tools shall be provided to the teams by the organizer following their successful
selection as one of the 8 shortlisted teams.
6. Drive Chain
a. The application of the freewheel is mandatory
7. Steering Gear
a. The vehicle shall be easy to steer, the driver shall be able to drive easily straight and
take a bend, by normal force applied.
b. The vehicle should be able to turn around on 10m wide race track (turning circle)
8. Brake
a. The vehicle shall be equipped with two independent brakes, capable, in case of a
moving vehicle, to provide for efficient reduction of speed and to stop the vehicle (it
should able to stop from a specific speed over a specified distance)
b. One of the brakes shall be able to safely fix the vehicle in stationary position.
9. Documentation

a. Structural draft design: The competing teams shall be obliged to prepare the draft
design of the vehicle, which shall include the configuration of the drive, the steering
gear, the suspension and the framework structure (key dimensions, base materials,
design of drive chain, scaled technical drawings).

b. Detailed assembly drawing: The shortlisted/ competing teams shall be obliged to
prepare the assembly drawing of the vehicle to be designed, which shall include the
configuration of the drive, the steering gear, the suspension, the framework structure,
brake structure, seat and safety belt(key dimensions, base materials, design of drive
chain, scaled technical drawing-not final design).

c. Final assembly drawing with photo: The shortlisted, competing teams shall be obliged to
prepare the final assembly drawing of the vehicle to be designed, which shall include the
configuration of the drive, the steering gear, the suspension, the framework structure,
brake structure, seat and safety belt

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d. The submitted designs and photos shall be be treated by the organizer and the
participating teams subject to full confidentially to the day of the competition. The exact
deadlines for the submission of various plans shall be included in the schedule planned
for the competition preparation period

10. Start plate
a. An even surface (A4 upgrade surface) shall be designated on the vehicle for the
placement of the start plate. The start plate numbers shall be sent to the teams by the
organizer upon shortlisting of the applications.

11. Takeover of Vehicles

a. Vehicles shall be taken over on a designated day preceding the race by the organizer.
b. The following aspects shall be checked by the organizer in the course of the takeover of
the vehicles:
-Construction and existence of safety devices in accordance with the regulations.
-Geometric dimensions of the vehicle pursuant to the regulation
-Existence of personal protection equipment
-General technical condition
-Brake Test
c. Minimum requirements of vehicle to takeover (the lack of any of the list items shall
entails exclusion):
A. Machine takeover safety provisions
1. Availability of crash- helmet
2. Availability and quality of clothing
3. Safety distance at front
4. Safety distance at back
5. Safety distance at sides.
6. Quality and height of seat
7. Availability of safety belt
8. Lack of extended, sharp and hazardous parts.


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B. Design
9. Width: max 1,300mm
10. Clearance: min 70mm
11. Seat height: max width/2
12. Proper design of framework structure
13. Existence of protection frame
14. Existence of drive casings
15. Availability and operation of 4 power tools
16. Availability of Power switch
17. Fixing of auxiliary battery
18. Steer ability
19. Existence of freewheel
20. Turning circle max 10m
21. Independent brake system
22 Place for start plate
23. Successful of brake test

Should any deficiencies be revealed by the jury the course of the vehicle takeover, then the team shall
remedy the deficiency within a period by the panel. If the team is unable to fix the problem, then the
jury shall have the right to exclude the team from further participation.