DESIGN REPORT OF THE ECOKART VEHICLE

- BY ANADI
This design report of the go kart vehicle Anadi, deals with the engineering and designing
processes that we followed in the development of each and every working system of the vehicle.
The system designs were made through detailed analysis of the user and vehicle requirements.
With this as the base of the designing criteria for the systems are drawn using SOLID WORKS.
They are virtually simulated under real time simulations by ANSYS and SOLIDWORKS taking
possible number of parameters as constraints. Design validation, DFMEA and Project Planning
were done using Microsoft office and Smart Sheets.

1. Introduction
2. The initial point of design process
started with the driver ergonomics
and adding to it was safety and cost
effectiveness. A tentative design was
made tailoring to the initial target
values. Then further changes were
made to the design considering the
driver sitting virtually inside an
assumed model and finally modified.
The design was done under newer
constraints and real time simulations
were done to analyze the systems.
TQM tools and Design tools were
used to validate the final output.

13.

11. Overall
height
14.

16.
3

17. Drive
Train

18. Continuously
variable
transmission
CVT Chain
sprocket
ratio 0.76
SCOOTY
PEP

21. Frame
Material

22. Yield
strength =
303 MPa
Carbon =
0.3 %
Density=770
0Kg/m3
25. 175 kg

19.

20.
4

3. 2. Vehicle Technical Specification

4.
S

7.
1

5. Technica
l
descripti
on

6. Specification

8. Dimensi
ons
9. Overall
length
10. Overall
width

12.
1.7294m
0.48982m
1.118m

15.

23.
5
26.
6
29.
7

ASTM
A106
-Grade
B
24. Weight
27. Steering

30. Brakes

28. Ackerman
steering
Ratio = 1:1
31. Disc Brakes
Calipers
Maruti Alto

32.
8

33. Wheels

35.
9

36. Ground
Clearan
ce

Master
Cylinder
Maruti Omni
34. 16*4*3.5
Inch Honda
Activa
37. 5.12 Inch

38.
39. 3. Target Performance Value
40. The target performance of various
systems are calculated through
various methods which are explained
in detail in the later section. The
following are the target constraints
of our ECOKART vehicle we were
indented to meet the during the
design process.
41.
42. 3.1 Braking System
43. 3.1.1 Braking force
44. Target braking for our vehicle was
calculated as 2271.5 N. The
calculations are explained in the later
section of braking system.
45. 3.1.2 Stopping Distance
46. Target stopping distance optimal for
our vehicle was calculated to be
10.94m.

49. 3.2.1 Turning radius

50. The target turning radius of the
vehicle was calculated to be 2.3m.
51. 3.3 Drive and Transmission System
52. 3.3.1 Maximum velocity
53. The maximum velocity to be
obtained by our vehicle is targeted to
be 16.16 m/s taking all other
constraints of the vehicle dynamic
parameters.
54. 3.3.2 Gradability
55. The Gradability of our vehicle is
targeted to be 25.88
56. 4. 3D Model of the vehicle
57. The 3D model of the vehicle shown
here is designed in the modeling
software SOLID WORKS.
58. The Frame design was made
according to the loops and it is
assembled with various other system
components modeled in SOLID
WORKS.
59. System models very virtually
evaluated through various simulation
soft wares such as ANSYS, SOLID
WORKS, Etc
60. The driver is seated and ergonomics
were checked virtually.

47. 3.2 Steering System

61. 5. Frame Design

48. The target criterion for the steering

system is 100 % Ackerman steering
with a 1:1 ratio.

62. 5.1 The Frame Material Selection

63. The design was made based on the
driver ergonomics. A material of less

weight without compensating the

strength was taken into consideration
to make the vehicle lesser in weight
and
optimizing
the
overall
performance. The material was
found to suit our consideration well
as it had yield strength 303 MPa and
a density of 7700 Kg/m3.The
simulation was done with ANSYS
with ASTM A 106 Grade B and its
physical properties were given as
input parameters. The dimensions we
settled for the frame material was
1.18 inch diameter (30mm) and 5mm
thickness. The thickness was made
minimal to have possible weight
reduction and the section is tubular
with above mentioned dimensions.
64. 5.2 Properties of Frame Materials
65. Material ASTM A106 Grade B
66. Yield strength 303 MPa
67. Carbon composition 0.3% c

induced. The energy rate is used as

the load on the nodes.
72. 5.3.1 Front Impact
73. The energy for the impact is
calculated as 12160N, by means of
the following formula,
74.

1
2
Energy= mu
4

75. The mass is considered to be 175 Kg

with a desirable factor of safety and
the velocity is considered to be 16.16
m/s.
76.
1
Energy= 175 16.162=11500 N
4
77. The energy calculated for one second
is the load to be applied for the
above mentioned test. The load for
one second impact comes to 11500

68. Frame material weight 30Kg

69. The strength is good and the weight
is comparatively very less to other
available
materials
as
per
specifications. Moreover the material
we chose is easily available in local
markets. Hence this becomes the
ideal selection of material for frame.
70. 5.3 Frame Design Consideration
71. The main criteria in analysis were
the factor of safety, even stress
distribution and the maximum stress

N.
78. For the front impact test the front
nodes are applied with the load
calculated. The rear is completely
constrained and the allowing

displacement to occur only in

direction of the load applied. The
stress and displacement values are
within the permissible values.
79. 5.3.2 Rear Impact
80. The rear impact load is same as the
front impact considering a vehicle at
16.16 m/s speed and is applied to the
nodes with the front completely
constrained this time. The stress and
displacement values are well within
85.

1
Energy= mu
2

86.
1
Energy= 175 16.16=1458.65 N
2

the permissible levels.

81. 5.3.3 Side Impact
82. For the side impact, the calculated
preset load is used for font impact
and rear impact test. In this the load
is applied along the side face of the
frame and the other side wheels are
constrained referring to the frame.
The stress and the displacement
values are within the permissible
values.
83. 5.3.4 Bump
84. For bump test the energy rate is
calculated as of

87. And the impact time is calculated for

one second. Hence load is calculated
from the energy rate for the rear
bump, driver weight is included in
the load applied.
88. The bump test is carried out by
applying loads at the respective
wheel mounting location and
constraining all other three wheel
mounting points. The stress and
displacement values are well within
the permissible levels.
89. 5.3.5
Frame
Parameters

Performance

90. The minimum factor safety from the

various tests comes to around 1.94.
This shows that our frame design is
safe. The real time simulations were

94. 6.1 Chain Sprocket : No.1 (B/w

Motor and CVT)
95. No of teeth in motor sprocket: 17
teeth
No of teeth in Pinion:
13 teeth
Ratio : 0.76
96.
97. 6.2 Chain Sprocket : No.2 (B/w
CVT and Rear shaft)
done
using
SOLIDWORKS.

ANSYS

and

91. The loops were designed with in the

guide lines of ECOKART rule book.
The simulation test results prove that
the design is completely safe.
92. 6. Transmission
93. The arrangement of transmission
system in our eco vehicle starts from
the motor that is connected to a
0.76:1
ratio
sprocket
with
freewheeling by means of a chain
linkage. Freewheeling is provided to
avoid reversing of the direction of
the motors rotor. The motor
sprocket is connected to a
Continuously Variable Transmission
(CVT) which is further connected to
a
1:1
ratio
sprocket
with
freewheeling by means of a second
chain. This chain connects a sprocket
attached to the power shaft or the
rear shaft in which the rear axle is
attached and the rear axle rotates as
motor rotates by means of this
mechanism.

98. No of teeth in Pinion and CVT

sprocket
:
13
The CVT has a centrifugal clutch
that engages at 1400 rpm.
99. 6.3 Calculations
100.
rpm

1)

Motor RPM : 1320

Wheel diameter : 0.4128m

(16 inch)
Primary Reduction = 0.76
CVT input RPM=1737 RPM
CVT Ratio at 1737 RPM is
22.11
Power shaft rpm =
1737/22.11
=
78.56 RPM
101.
Speed (Kmph) =
Power shaft rpm *
* Wheel Dia * 60 /1000
3

102.
rpm

= 78.56*3.14*0.4128*60*10= 6.1 Kmph

2)

Motor RPM : 1680

Wheel diameter : 0.4128m

(16 inch)

Primary Reduction = 0.76

CVT input RPM= 2210.52

CVT input RPM=3000RPM

CVT Ratio at 3000 RPM is

RPM

8.997

CVT Ratio at 2210.52 RPM

is 16.71
Power shaft rpm =
2210.52/16.71
= 132.28
RPM

Power shaft rpm =

3000/8.997 =
333.44RPM

103.
Speed (Kmph) =
Power shaft rpm *
* Wheel Dia * 60 /1000
=
132.28*3.14*0.4128*60*10-3
=10.29 Kmph
104.
rpm

3)

Motor RPM : 2100

Wheel diameter : 0.4128m

(16 inch)
Primary Reduction = 0.76
CVT input RPM=2763RPM
CVT Ratio at 2763 RPM is
10.80
Power shaft rpm =
2763/10.80 =
255.833 RPM
105.
Speed (Kmph) =
Power shaft rpm *
* Wheel Dia * 60 /1000
=
255.833*3.14*0.4128*60*10-3
= 19.9 Kmph
106.
rpm

4)

Motor RPM : 2280

Wheel diameter : 0.4128m

(16 inch)
Primary Reduction = 0.76

107.
Speed (Kmph) =
Power shaft rpm *
* Wheel Dia * 60 /1000
=
333.44*3.14*0.4128*60*10-3
= 25.93 Kmph
108.
rpm

5)

Motor RPM : 2520

Wheel diameter : 0.4128m

(16 inch)
Primary Reduction = 0.76
CVT input RPM=
3315.78PM
CVT Ratio at 3315.78 RPM
is 6.584
Power shaft rpm =
3315.78/6.584 =
503.61 RPM
109.

Speed (Kmph) =
* Wheel
Power shaft rpm *
Dia * 60 /1000
=
503.61*3.14*0.4128*60*10-3
= 39.17 Kmph

110.
rpm

6)

Motor RPM : 3600

Wheel diameter : 0.4128m

(16 inch)
Primary Reduction = 0.76
CVT input RPM= 4736.84
RPM

CVT Ratio at4736.84 RPM is

=12.8*0.76*10.80*0.7 =

6.33

73.54

Power shaft rpm =

4736.84/6.33 =
748.31 RPM
111.

Speed (Kmph) =
* Wheel
Power shaft rpm *
Dia * 60 /1000
=
748.31*3.14*0.4128*60*10-3 =
58.2 Kmph

112.
6.4 Torque Exerted on the
wheels
113.
The maximum motor torque
= 12.8 Nm
114.
Transmission efficiency =
70% = 0.7
115.

Formula

116.
Drive torque (Nm) = Motor
Torque * combined gear ratio *
transmission efficiency
117.
Combined gear ratio =
Primary reduction * CVT Ratio
118.

Calculation

119.
1) Drive Torque =
12.8*0.76*22.11*0.7 =

N-m
4) Drive Torque
=12.8*0.76*8.997*0.7 =
61.26
N-m
5) Drive Torque
=12.8*0.76*6.584*0.7 =
44.83
N-m
6) Drive Torque
=12.8*0.76*6.33*0.7 =
43.104
N-m
120.
6.5 Vehicle Tractive Effort
(or) Drive Torque
121.

122.
Drive Force = Drive torque /
Wheel Radius
123.

N-m
2) Drive Torque =
12.8*0.76*16.71*0.7 =

126.

6.6 Gradability
Drive force = mg sin

127.

m = 175 kg
g = 9.81 m/s-2
= sin-1 ( Drive force / mg )

128.

Calculation

113.78
N-m
3) Drive Torque

Calculation

124.
1) 150.56/0.2064 =
729.45 N
2) 113.78/0.2064 = 551.26 N
3) 73.54/0.2064 = 356.29 N
4) 61.26/0.2064 = 296.80 N
5) 44.83/0.2064 = 217.20 N
6) 43.104/0.2064 = 208.84 N
125.

150.56

Formula

1) = sin-1( 729.45 / (175 * 9.81)) =

25.81
2) = sin-1 ( 278.92 / (175 * 9.81)) =
18.7
3) = sin-1 ( 232.46 / (175 * 9.81)) =
11.97
4) = sin-1 ( 189.29 / (175 * 9.81)) =
9.95
5) = sin-1 ( 167.34 / (175 * 9.81)) =
7.26
6) = sin-1 ( 159.39 / (175 * 9.81)) =
6.98

32.18
Distance of CG from rear axle= 19
Force on front wheels (2FZ1) =
m*g*a1/l
=
1079.
42
N
Force on rear wheels (2FZ2) =
m*g*a2/l
=
637.3
2
N
Using the values of 2FZ1 and 2FZ2
we have calculated the weight
distribution to be 63/37 in favor of
front.

129.
7. Braking System

135.
7.1.2 Calculation of target
performance of the braking system

130.

136.
Maximum deceleration =
1.32g
Total weight of the vehicle = 175 kg
Maximum velocity of the vehicle=
16.67m/s
Target braking force = deceleration *
total mass = 12.98 * 175 = 2271.5 N
Target stopping distance = Max
velocity 2 / (2 * max. deceleration) =
10.94 m

7.1 Design Methodology

List design criteria or requirements

Calculate the tyre forces in static
condition
Assign maximum deceleration of the
vehicle
Calculate target stopping distance
and target braking force
Select optimum brake parts which in
combination help achieve target
Optimize brake design

131.

138.

132.
133.
7.1.1 Tyre force in static
condition
134.
Total
under
=
Wheel Base
Distance of

137.
7.1.3 Design of brake
system elements

weight of the vehicle

static
condition
175
kg
(l)
= 51.18
CG from front axle=

Brake pedal

139.
Passenger cars generally use
a pedal ratio of 4 to 6. We select a
pedal ratio of 4, i.e., when the driver
applies 1N force it gets multiplied by
4 times to produce a 4 N force.
140.

Master cylinder

141.
Analyzing the available ones,
we chose the master cylinder
MARUTI OMNI. The piston
diameter of the MC is 19.05 mm.
142.
143.

Caliper and Rotor Selection

144.
We compared the rotor
caliper assemblies of two OE namely
Hyundai Santro and Maruti Alto.
Finally we zeroed in on Maruti
ALTO which had the following
dimensions
145.
rotor

Dimensions of the
=
230
mm
Caliper piston Diameter = 42

mm
146.
7.1.4 Calculation of
stopping distance with the selected
components
147.
Maximum force a driver can
apply is 22 kgf.
Force on the Master cylinder piston
(FMC) = 22*9.81*4 = 863.28 N
Area of the MC Piston (AMC) =
*0.019052/4 = 2.85*10-4 m2
Pressure developed in the system (P)
= force / area = 863.28/(2.85*10-4)
= 3031179.775 N/m2
Since the pressure in the system is
entirely the same,
Therefore, the force on the brake

caliper (FCAL) = P * ACAL

= 4199.524 N
Therefore the force on the rotor =
4199.524 * 2 = 8399.04N
Total friction force = Clamp force *
Coefficient of friction = 8399.04 *
0.3 =
2519.71 N
Therefore the torque on the rotor =
Friction force * effective rotor radius
= 2519.71
* 0.09165 = 230.814 Nm
Therefore the force acting on one
tyre = Torque on rotor / radius of tyre
= 230.814 / 0.2032 =
1135.8957 N
Total brake force using selected
brake force = 1135.8957 * 2 =
2271.7914 N
Deceleration = Force / mass =
2271.7914/175 = 12.98 m/s2
Stopping Distance = (Max
velocity)2 / (2 * deceleration) =
16.672/(2*12.98) = 10.74 m
Since this system meets the target
performance, we go ahead with the
design
148.
Maximum Deceleration =
2271.7914 / (175*9.81) = 1.32g

149.
7.1.5 Calculating dynamic
weight Transfer and Brake
Distribution

159.
motors positive terminal and the
negative is grounded.

150.
Weight transfer = Weight of
the vehicle * max deceleration*
height of COG/Wheel base= 98.77 N

160.

151.
Dynamic load on the front
wheels during braking = Static front
load + weight transfer
= 1178.19 N
152.
Dynamic load on the rear
wheels during braking = static rear
load weight transfer = 538.55 N

161.
161.

161.
161.
8.1 Pulse Width Modulation (PWM)

153.
Torque required to stop front
wheel = dynamic load / 2 * Radius/2
* 1.32 = 79 Nm
154.
Torque required to stop rear
wheel = dynamic
load/2*Radius/2*1.32 = 36.11 Nm
162.

155.
156.

8 Electricals

157.
The electrical circuit of the
design comprises of 4 Batteries (12V,
20 Ah) connected in series as shown
in the figure. The series connection
of batteries is in turn connected to a
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
158.

163.
164.
Pulse-width
modulation
(PWM),
or
pulse-duration
modulation (PDM), is a modulation
technique that conforms the width of
the pulse, formally the pulse
duration, based on modulator signal
information.
Although
this

modulation technique can be used to

encode information for transmission,
its main use is to allow the control of
the power supplied to electrical
devices, especially to inertial loads
such as motor.
165.
The average value of voltage
(and current) fed to the load is
controlled by turning the switch
between supply and load on and off
at a fast pace. The longer the switch
is on compared to the off periods, the

reference signal. In other words,

energy flows into the load not so
much the switching frequency, but at
the reference frequency.
169.
PWM is somewhat like
pushing a playground style merry go
round. The energy of each push is
stored in the inertia of the heavy
platform,
which
accelerates
gradually with harder, more frequent,
or longer lasting pushes. The riders
receive the kinetic energy in a very
different manner than how it is
applied.

higher the power supplied to the load

is.
166.
167.
168.
Pulse Width Modulation, as it
applies to motor control is a way of
delivering
energy
through
a
succession of pulses rather than a
continuously varying analog signal.
By increasing or decreasing pulse
width, the controller regulates energy
flow to the motor shaft. The motors
own inductance acts like a filter,
storing energy during the ON Cycle
while releasing it at a rate
corresponding to the input or

170.
171.

9. Steering

172.
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:

173.
mm

Track width (TW) = 1040

174.
mm

Wheel base (WB) = 1300

184.

( Track2Wid th )

175.

=tan

176.

=21 48' 5.07 ' '

177.
178.

Wheel Base

( tanTW )+( WB2 )

RI =

185.

outer angle 2=36.6053

186.

( tan1 )+( tan1 )= WB

TW

187.

inner angle 1 =26.6478

Where
= Ackermann angle

179.

TW ( 2 Ackermann arm )=sin

180.

Ackermann arm=519.8143 mm

181.
The value of turning radius is
assumed to be 2.3m. Also the values
of TW and WB are 1040mm and
1300mm. Substituting these values,
the value of Ackermann arm is found
to be 519.8143mm. Now, the values
of inner and outer angles are:
2

2 0.5

188.
189.

182.

R=( RI +TW )

190.

183.

RI =2051.4385mm

191.
10.1 Continuously Variable
Transmission
192.

10. Innovation

10.2 Frame Optimization