Aerox Motorsports 20152685 4x6j32

FINAL DESIGN REPORT GO KART DESIGN CHALLENGE- 2015

TEAM NAME TEAM ID COLLEGE NAME CITY, STATE

: : : :

AERO X MOTORSPORTS 20152685 SRM UNIVERSITY, NCR CAMPUS GHAZIABAD, UTTAR PRADESH

TEAM AERO X MOTORSPORTS SRM UNIVERSITY, NCR CAMPUS

Indian Society of New Era Engineers GKDC 2015 FINAL DESIGN REPORT

1> INTRODUCTION: Go Kart Design Challenge is a design challenge initiated by INDIAN SOCIETY OF NEW ERA ENGINEERS to bring and enhance good engineering approach and practice in graduate and diploma students. The objective of the competition is to design and fabricate a Go-Kart. The 2015 SRM UNIVERSITY AEROX TEAM consists of 25 undergraduate students in Mechanical engineering and Automobile engineering. The vehicle is a single seat track car that is powered by a Briggs and Stratton ® engine. The vehicle has to several tests and tasks and successfully clearing each test and task will decide their existence in the competition. The vehicle is scored according to its performance.

12

Manish Vedi

13

Monty Tyagi

14

Chirag Badlani

15 16 17 18

Vishal Tyagi Shikhar Jamuar Shivam Garg Shivam Dhiman

19

Abhay Gaur

20

Digvijay Singh

21 22

Sarvesh Kashyap Harshit Sharma

Innovation and Marketing Steering and Drivetrain Design and Marketing Vehicle Dynamics Marketing Drivetrain Design and Ergonomics Steering and Design Brakes and Innovation Steering Safety

a> TEAM STRUCTURE: S. No. 1

NAME OF MEMBER Nikhil Keswani

2

Rajat Bhardwaj

3

Harshit Johri

4 5 6 7

Sanchit Tyagi Mrinal Tyagi Devanshu Kulshrestha Devansh Gupta

8 9 10

Aviraj Singh Rishabh Shivhare Shivam Goyal

11

Shubham Salunkhe

DESIGNATION Team-Captain, Powertrain and Drivetrain Vice-Captain, Steering Project Manager, Material Drive Train Chief Designer Vehicle Dynamics (lead) Brakes (lead) and Marketing Drivetrain Design and FEA Steering and Marketing Vehicle Dynamics

2> OBJECTIVE OF PROJECT: The overall aim for this object is as – This project seeks to develop and improve deg management tools to assist in the integration of the design and construction of the Go-kart  Conducting workshops. Aero X could learn from others experience by studying the methods that others used in the previous year competitions.  Providing and maintaining general design overview of the ISNEE Go-kart vehicle.  Integrating each subsystem into the overall design.  Document each step of the design process and providing justification for each design decision.  Investigate and utilize human resource skills.  Conducting cost analysis and allocating funds to each section of the project.

Write proper thesis. The thesis was the primary way of documenting the project work and satisfying all the project’s objectives. 3> TECHNICAL SPECIFICATION: Overall length Overall width Wheelbase Track width Ground Clearance Centre of Gravity Overall weight Engine

Drivetrain Tyres Braking

Steering Acceleration

67 inches 49.5 inches 44.5 inches Front: 43 inches Rear: 36.5 inches 1.75 inches 13.13 inches 130 kg (including driver) Briggs and Stratton ®550 series; 0831 1112-H1;(BF70001) 127cc; 3.5 bhp CVT FRONT REAR 10x4.50x5 11x7.10x5 inches inches Hydraulic disc Stopping Brake–200 Distance mm Diameter (30km/hr) : 11m (1.9 sec) Turning Radius : 1.48m Camber : +2˚ 9 m/sec2

4> DESIGN CALCULATION AND SELECTION OF DIFFERENT SUBCOMPONENTS:

a> FRAME DESIGN: Several factors were considered when deciding on the overall design of the vehicle. . Integration of bent sections was important for two reasons: 1. Limiting the number of tubes intersecting at a welded t simplifies the welding process. 2. Bent sections reduce the total number of structural in the chassis. There is an overall increase in the length at the rear section.

Figure 1- CHASSIS a.1> Frame safety analysis: Structural integrity of the frame was verified by comparing the analysis result with the standard values of the material. Analysis is done to simulate the amount of force that the vehicle would undergo from its own weight and the driver in the event of the collision. The objective of the analysis was to manipulate the chassis design within the FEA software to increase the amount of torque per degree of chassis deflection. Analysis was conducted by using SOLIDWORKS software. The load cases simulated were frontal impact, side impact and rear impact. a.2> Load data: IMPACT SCENARIO

LOAD (N) (g- FOS force) 1.Front Impact ( Fig. 7644 (6g) 1.6 5 & 6) 2.Side Impact ( Fig. 7 1911 (1.5g) 3.3 &8) 3.Rear Impact ( fig. 3185 (2.5g) 3 9 & 10 ) 4.Offset Impact (fig. 1274 (1g) 0.79 11 & 12)

a.3> Front load analysis: Fig. 5 shows the front impact (displacement) analysis. Force of about 6g i.e., 7644 N has been applied on the front keeping the rear fixed. As from the figure the deformation scale is 204.802, which shows the maximum displacement amplitude for visualizing a deformed mesh image. Fig. 6 shows the FOS (factor of safety). Minimum FOS obtained on applying force of 6g is 1.6, and Fig. 7 shows the front impact stress analysis.

Figure 2- FRONT IMPACT (DISPLACEMENT) ANALYSIS

Figure 5 - SIDE IMPACT (DEFORMATION) ANALYSIS

Figure 3 – FRONT IMPACT (FOS)

Figure 6 – SIDE IMPACT (FOS)

Figure 4 - FRONT IMPACT (STRESS)

a.4> Side load analysis: Fig. 8 shows the side impact analysis. A force of about 1.5g i.e. 1911 N has been applied. As from the fig. the deformation scale is about 239.489 which shows that the chassis is able to bear a load of 1911 N without much failure. Fig. 9 shows the FOS (factor of safety). Minimum FOS obtained on applying force of 1.5g is 3.3, and Fig. 10 shows the side impact stress analysis.

Figure 7 - SIDE IMPACT (STRESS)

a.5> Rear load analysis: Fig. 11 shows the rear impact (displacement) analysis. Force of about 2.5g i.e. 3185 N has been applied at the rear keeping the front fixed. The deformation scale obtained is about 350.897 which means with very small failure even the chassis is able to bear a load of about 3185 N. Fig. 12 shows the FOS (factor of safety). Minimum FOS obtained on applying a force of 2.5g is 3, and Fig. 13 shows the rear impact stress analysis.

Figure 8- REAR IMPACT (DISPLACEMENT) ANALYSIS

Figure 11 - OFFSET IMPACT (DISPLACEMENT) ANALYSIS

Figure 9 - REAR IMPACT (FOS)

Figure 12 - OFFSET IMPACT (FOS)

Figure 10 - REAR IMPACT (STRESS) ANALYSIS

Figure 13 - OFFSET IMPACT (STRESS) ANALYSIS

a.6> Offset load analysis: Fig. 14 shows the Off-set impact (displacement) analysis. A force of about 1g i.e. 1274 N has been applied. The deformation scale obtained is about 10.4329, Fig. 15 shows the FOS (factor of safety). Minimum FOS obtained on applying force of 1g is 0.79, and Fig. 16 shows the offset impact stress analysis.

b> MATERIAL SELECTION: By determining the tubing available for space frames and within regulation of the ISNEE chassis specifications. We found the following possible tubing materials1. AISI 1020 STEEL 2. AISI 4130 STEEL 3. AISI 1018 STEEL The material used in making up of the go kart is AISI 1020. It has been used in the form of tubes/rectangular pipes which are seamless. The cross section are is about 1 inch (25.4mm), for pipe it will be the DD and for the rectangular section or square section it will be its minimum height.

b.1> Reasons for choosing AISI 1020:  AISI 1020 is a low hardenability and low tensile carbon steel.  Its BRINELL HARDNESS (characterizes the indentation hardness of the material scale of penetration of an indenter, loaded on a material test piece) is 119-235. This shows that this material is capable of bearing a load of about 3000kg.  Tensile strength is 410-790 MPa (The tensile strength of a material is the maximum amount of tensile stress that it can take before failure, for example breaking)  It has high machinability, high strength, high ductility and good weld ability.  It is resistant to induction hardening or flame hardening.

c> DRIVE TRAIN: Maximum Radius of Driver Pulley- 2.22 inches Medium Radius of Driver pulley at straight chain Transmission- 1.33 inches Lowest Radius of Driver Pulley- 0.89 inches Maximum Radius of Driven Pulley- 2.22 inches Medium Radius of Driven pulley at straight Chain Transmission- 1.33 inches Lowest Radius of Driven Pulley- 0.89 inches Efficiency of transmission – 0.9 The radius of pulleys decreased to 90% efficiency Maximum Radius of Driver Pulley- 2 inches Medium Radius of Driver pulley at straight chain Transmission- 1 inches Lowest Radius of Driver Pulley- 1 inches Maximum Radius of Driven Pulley- 2 inches Medium Radius of Driven pulley at straight Chain Transmission- 1 inches Lowest Radius of Driven Pulley- 1 inches c.1> Input Angular Velocity (ω) at driven pulley: ω = (2ΠN)/60, N is revolutions per minutes At 1100rpm (ω) = 115.13 rpm At 2600rpm (ω) = 272.13 rpm At 3300rpm (ω) = 345.4 rpm

At 1100rpm (W), T Χ ω = 7.5 Χ 115.13 = 863.473 Nm-rpm At 2600rpm (W), T Χ ω = 7.5 Χ 272.13 =2040.975 Nm-rpm At 3300rpm (W), T Χ ω = 7.5 Χ 345.4 = 2590.5 Nm-rpm c.3> Torque Output (τ): At 1100rpm = 7.5 Χ 2 = 15 Nm At 2600rpm = 7.5 Χ 1 = 7.5 Nm At 3300rpm = 7.5 Χ 0.5 = 3.75 Nm c.4> Work Out (W): At 1100rpm = 15 Χ 115.13 = 863.475 Nm-rpm At 2600rpm = 7.5 Χ 272.13 = 2040.975 Nm-rpm At 3300rpm = 3.75 Χ 690.8 = 2590.5 Nm-rpm Length of Belt in CVT L = 2C +

π (𝑑2 − 𝑑1 )2 (𝑑2 + 𝑑1 ) + 2 4𝐶 π

L = 2 Χ 15.24 + 2 {10.477 + 16.311} + {16.311 – 10.477}2 L = 1.1514 m

c.5> Stress on Belt at Driven Pulley: Force Stress = Area 15

At 1100 rpm = F1 = 0.05 = 300 N ; At 2600 rpm = F2 7.5

= 0.03 = 225N

3.75

At 3300 rpm = F3 = 0.020 = 187.5 N c.6> Arc = Angle Χ Radius: 2𝜋 Area at 1100 rpm, Arc = 3 Χ 0.05 = 0.104 m At 2600 rpm, Arc = 0.062 m At 3300 rpm, Arc = 0.041 m c.7> Area = Length Χ Breadth: At 1100 rpm, 0.104 Χ 0.06 = 6.24 Χ 10-3m2 At 2600 rpm, 0.062 X 0.06 = 3.6 Χ 10-3m2 At 3300 rpm, 0.041 X 0.06 = 2.46 Χ 10-3m2 300 Stress at 1100 rpm, 6.24 × 10−3 = 48 Χ 103 N/m2 225

Stress at 2600 rpm, 3.6 × 10−3 = 62.5 Χ 103 N/m2 187.5

c.2> Work done (W): Work done = torque X angular velocity,

Stress at 3300 rpm, 2.46× 10−3 = 76.2 Χ 103 N/m2

c.8> Material Required in Belt: Nylon 9T, PA91 with CF38.8% The coefficient of friction (μ) = 0.35 between Pulley & Belt. 𝐹𝑜𝑟𝑐𝑒 = coefficient of friction, (μ) 𝑁𝑜𝑟𝑚𝑎𝑙 𝑓𝑜𝑟𝑐𝑒 300

At 1100 rpm, Normal force = 0.35 = 857.14 N

Output torque at wheel, At 1100 rpm of engine = 22.5 X 3.66 = 82.35 Nm Force = torque / radius = 592.44 N At 2600 rpm of engine = 11.25 X 3.66 = 41.175 Nm Force = 296.22 N At 3300 rpm of engine = 6.3 X 3.66 = 16.47 Nm Force = 118.48 N

225

At 2600 rpm, Normal force = 0.35 = 642.8 N At 3300 rpm, Normal force =

187.5 0.35

= 535.71 N

c.9> Velocity Input: 2𝜋 𝛸 1100 At 1100 rpm, v1 = ω1r1 = 60 Χ 0.02 v1 = 2.302 m/s = 8.28 km/hr 2𝜋 𝛸 2600 At 2600 rpm, v2 = 60 Χ 0.03 V2 = 8.164 m/s = 30 km/hr 2𝜋 𝛸 3300 At 3300 rpm, v3 = 60 Χ 0.05 V3 = 17.27 m/s =62.172 km/hr

c.10> Velocity Output: At 1100 rpm of input pulley, Velocity of output pulley, = 0.05 * (2 x 3.14 x 550)/60 v01 = 2.87m/s, vo1 = 10.36 km/hr At 2600 rpm of input pulley, = 0.03* (2x3.14x2600)/60 vo2 = 8.164m/s, vo2 = 29.39 km/hr At 3300 rpm of input pulley, = 0.02* (2x3.14x6600)/60 vo3 = 13.816m/s, vo3 = 49.7 km/hr c.11> Sprocket ratio = (sprocket at the rear shaft / sprocket at the pulley): Sprocket at the pulley- 14 Teeth Sprocket at the rear shaft- 17 Teeth Sprocket ratio = 1.5 c.12> Final velocity at rear shaft: Velocity X gear ratio, 49.7 x 1.5 = 74.55 km/hr c.13> Torque at rear shaft: At 1100 rpm of engine – 15 X 1.5 = 22.5 Nm At 2600 rpm of engine – 7.5 X 1.5 = 11.25 Nm At 3300 rpm of engine – 3 X = 4.5 Nm c.14> Torque at wheel: Tire and sprocket radius ratio Radius of wheel (R1) = 5.5 inches (0.139 meters) Radius of sprocket (R2) = 1.5 inches (0.038 meters) R1/R2 = 3.66

c.15> Traction force: TE = (Et X ɳ X Nr X Na)/R ; TE – tractive force in N Et – Engine torque in Nm = 7.5 Nm ɳ - Overall efficiency of power train = 0.9 Ng – Transmission ratio = 2.3 Na – driving axle ratio = 1.5 R – tire rolling radius = 0.13 m TE = (7.5 x 0.9 x 2.3 x 1.5)/0.13 = 179.1 N T(f)max = weight at rear wheel X adhesive coefficient Weight at rear wheel = 525 N Adhesive coefficient between road and P215/65R15 wheel = 0.7 T(f) = 525 X 0.7 = 367.5 N

d> STEERING SYSTEM: Steering system may relate to: Steering  Steering wheel  Linkages  Active steering The most convenient steering arrangement is to turn the front wheels using a hand- operated steering wheel which is positioned in front of the driver. d.1> Calculations: d.1.1> Tire Forces: D=0 Fy sinα= 0 𝑇𝑖𝑛 FX cosα= T or D ; Fr= (SR+1) 𝑅𝑙 -FX S.R= (-0.380) ; TIN= 7.5 at 2600 rpm Rl= 3.98 inch ; FX=Ma 𝑉×𝑉 Where, A= centrifugal force = 𝑅 V= velocity of vehicle = 24 mps R= radius of turning = 3.5 m 24×24 FX=38.40× 3.5 = 6319.5 N 7.5

FR= (-0.380) +10.1013-(6319.5) FR= -6244.85 × cos 0.19536 = -6119.95N

Let the assumed velocity be = 24mps 14X9.8 = 137.2 N ; µ = 0.25 Ɯ = 24X0.1016 = 2.4384 Ω = 60X24X0.1016 = 146.304 m/sec 24 Ω˳ = 0.1016 = 236.220 m/sec SR =

𝛺−𝛺˳ 𝛺˳

=

146.304−236.220 236.220

= -0.38065

d.1.2> Slip angle: 𝛺𝑅𝑒 146.304𝑋0.1016 SR = 𝑉𝐶𝑜𝑠𝛼 -1 = 24(𝐶𝑜𝑠𝛼) -1 = -0.38065 Cosα = 0.999994187;

α = 0.195361059˚

d.1.3> Slip velocity: Vlat = VSinα; Vlat = 0.08183249 mps Vlong = VCosα – ΩRe = 19.13531596 m/sec Vres = √(Vlat)(Vlat) + (Vlong)(Vlong) = √366.1603169 + 0.0067 = 19.142015 m/sec d.1.4> Turning radius: 𝑊 𝑊 R=𝑠𝑖𝑛𝛼 ; r= 𝑡𝑎𝑛𝛼 ; W= 1083.75 R= radius of rear wheel r= radius of front wheel α=max turning angle {65} 1083.75 R= sin 65 =1.19579 m R=



Fatigue limit under cyclic load is 14000 psi for 500,000,000 completely reversed cycles.

e.2> Properties of grey cast iron:  It has high compressive strength.  It is highly resistant to deformation.  Resistant to oxidation. e.3> Composition: Carbon

Up to 4%

Provide strength, machinability

Silicon Manganese Sulfur Phosphorus

Up to 3% 0.8% 0.07% 0.2%

De-oxidation process Stabilizing element Improves toughness Improve fluidity, corrosion resistance

Molybdenum

0.75%

Chromium

0.35%

Strength and elasticity Improves temperature range

Vanadium

0.15%

Improves wear and tear resistance

1083.75 tan 65

=0.505 m

By parallelogram theorem Rt= √{𝑅 × 𝑅) + (𝑟 × 𝑟) + 2𝑅𝑟𝑐𝑜𝑠 65} =

1.481668424m

(min)

e> BRAKING SYSTEM: Many materials were studied and Aluminium was preferred due to its easy machinability and light weight. The use of Aluminium has helped significantly in reducing the weight of the vehicle. The material used for disc was grey cast iron. e.1> Properties of aluminium:  Has an ultimate tensile strength of 42000 psi and yield strength of at least 35000 psi  Has elongation of 8% or more

Figure 14 - DISC BRAKE e.4> Brake fluid: DOT 3 is one of the several designations of automotive brake fluid, denoting a particular mixture of chemicals imparting specified range of boiling points. It is a polyethylene glycol-based fluid. This fluid is hygroscopic

and will absorb water from the atmosphere. Its Boiling Point is-

e.5.2> Static condition:

 DRY BOILING POINT: 205°C (401°F)  WET BOILING POINT: 140°C (284°F) Force required to cause rear tires to skid = Ft=µ (NR + NL) µ= coefficient of friction between car and road NL is normal force on rear left tire. NR is normal force on rear right tire

e.5.2.1> Braking Force: Braking force on rear axle (BFr) = Mr*g*µ (between road and tire) = 82*9.81*0.73 = 587.22 N

e.5.2.2> Required Braking Torque: Rear Brake Torque (Tr) = BFr *Rtire = 587.22*(280.5/ 2) = Tr = 82.35 Nm

e.5> Calculations: Input Data:  Mass of car= 130 kg  Weight of car= 1300 N  Height of CG = 334.8 mm  Wheel Base = 1080 mm  Static front load = 52 kg  Static rear load = 78 kg  Deceleration = 1.6 g  Test Speed = 40 km/h or 11.11mps  Coefficient of friction between tire and road = 0.73  Coefficient of friction of brake pad = 0.44  Dia of tire = 280.5 m Static Front wt. = 52kg Static Rear wt. = 78kg Total wt. = 130kg (with driver) Percent front wt.= (52*100)/130 = 40% Percent rear wt. = (78*100)/130 = 60% Wheel base = 1080mm Weight transfer (WT) = (av*CG height*total wt.) / g*WB (0.73*334.8*130)/(1080)=29.4kg Dynamic front wt. = 52 + 29.41 = 81.41kg Dynamic rear wt. = 78 – 29.4 = 48.59 kg Braking Force (Bf) = Mag =130*0.73*9.81 = 931N e.5.1> Dynamic Condition: e.5.1.1> Braking Force: Braking force on rear axle (BFr) = Mrdyn*g*µ (between road and tire) = 81.41*9.81*0.73 = 583N e.5.1.2> Required Braking Torque: Rear Brake Torque (Tr) = BFr *Rtire = 583*(280.5 /2) = 81.5Nm

e.5.3> Pedal Force: Pedal Ratio: 5:2 Force applied by driver’s foot = 400N or 90pounds Brake pedal force (Fbp) = 400*2.5 = 1000N 90*2.5= 225 pounds e.5.4> Master Cylinder Pressure: For rear brake Master cylinder: Dia =5/8inch, Area = 0.31 square inch Rear Master Cylinder Pressure = 360 / 0.31 = 1161.29 psi or 8006812 N/m2 e.5.5> Calliper Force: Rear calliper piston dia= 0.04445m Rear calliper piston area= 0.001551005m2 Rear calliper force = Pm*Ca = 12418.6 N Clamped force of calliper Fclamp = 2*12418.6 = 24837.2N Frictional force Ffriction = Fclamp* µbp = 10928.3 N e.5.6> Effective Disc Dia: Rear rotor torque Tr = Ffriction* Reff 81.5 = 10928.3* Reff Reff = 7mm Rear Rotor Rad = 55+30 = 85mm Rear Rotor Dia = 2*85 = 170mm Average deceleration for whole stop (aav) = V / ((V/ a) + 0.3g) (V= 25mps) = 25 / (25/ 1.5) + 0.3*9.81) = 1.28 m/sec2

e.6> Results: Pedal ratio: 5:2 Rear brake master cylinder: 5/8inch Area = 0.31 square inch Pressure = 360 / 0.31 = 1161.29 psi Rear Brake Calliper: Single piston fixed calliper Dia of front calliper piston = 0.04445m Material: Grey cast iron; Outer dia of disc: 170mm Inner dia of disc: 110mm

Density (Kg/m3) = 7250 Specific Heat C (J/Kg ºC) = 500 Maximum temperature of disc in single stop = (0.527 * Q * √𝑡)/√𝑃𝐶𝐾 + Tatm =(0.527*476561.79* √3.77)/√(58 ∗ 7250 ∗ 500) + 27 ˚C = 59.90 ˚C

e.7> Disc thermal analysis: Fig. 15 shows the disc thermal analysis. E.7.1> Thermal Analysis: Top speed = 80 km/hr = 22.22m/s Mass of vehicle = 130kg (with driver) Diameter of disc = 0.186m Axle weight distribution (each side) (r) = 0.30 % K.E. that disc absorbs = 0.9 Co-efficient of friction = 0.6 Area of brake pad = 2411.43 mm2 m(v2−u2) Kinetic energy = K*1/2*r* 2 130(22.22∗22.22)

= 0.9*1/2*0.29* = 332.46 J

2

Stopping Distance (d) = u2 /2µg = 41.94 m Deceleration Time » v2 –u2 = 2as = (22.22)2 = 2*a*41.94 m 22.22 a = 5.88 m/s2 ; t = u/a = 5.88 s = 3.77 s 4332.46 Brake Power = Bp = KE/t = 3.77 = 1149.19 W 1149.46𝑋1000000

Heat Flux = Q = Bp/ A = = 476561.79 W/m2

2411.43

Properties of Grey Cast Iron » Thermal conductivity (W/mK) = 58

Figure 15 - DISC THERMAL ANALYSIS

f> WHEELS : f.1> Slick tyres: Slick tyres generally have low rolling resistance coefficient ranging from 0.025 – 0.04 on asphalt. Slick tyres maintain traction even in damp conditions. They do not get deformed under high load. We have used standard Go-Kart tyres.

Figure 16- TYRE AND RIM

h> SEAT AND SEATING ARRANGEMENT: Seat and Seating arrangement plays a significant role. We have used fiber seat and covered it with foam. Seat has been placed at a place keeping in mind the ergonomics, safety clearances and comfort of the driver.

Figure 17- SEAT

Figure 18- CLEARANCE BETWEEN ELBOW AND FIREWALL (more than 3 inches)

Figure 21- LEFT SIDE VIEW

Figure 22- ISOMETRIC VIEW

Figure 19- TOP VIEW (showing more than 3 inches clearance between elbow and firewall)

Figure 23- FRONT VIEW

i> ERGONOMICS: GKDC 2015

NGKC 2014

Figure 20 – TOP VIEW

Figure 24- RIGHT SIDE VIEW

4. SIM900(GPRS SYSTEM): The SIM900 GSM/GPRS Shield provides you a way to use the GSM cell phone network to receive data from a remote location. The shield allows you to achieve this via any of the three methods:   

Figure 25- FRONT VIEW

Figure 26- LEFT SIDE VIEW

j> INNOVATION: 1.

TSOP1738 (USE FOR MEASURING RPM): The TSOP 1738 is a member of IR remote control receiver series. This IR sensor module consists of a PIN diode and a pre amplifier which are embedded into a single package.

2. 3 AXIS ACCELEROMETER (for measuring Gforce): An accelerometer is a device that measures proper acceleration ("g-force"). Proper acceleration is not the same as coordinate acceleration (rate of change of velocity). 3. PT100 (USE FOR MEASURING TEMPERATURE): A platinum resistance temperature detector (RTD) Pt100 is a device with a typical resistance of 100 Ω at 0°C (it is called Pt100). It changes resistance value as its temperature changes following a positive slope (resistance increases when temperature is increasing).

Short Message Service Audio GPRS Service

5. NON TYPE TEMPERATURE SENSOR: Most commercial and scientific non- temperature sensors measure the thermal radiant power of the Infrared or Optical radiation that they receive from a known or calculated area on its surfaces, or known or calculated volume within it. 6. LIMIT SWITCH: The switch is of hard plastic having a metallic plate outside the body the switch is by default is in off condition by pressing the metallic plate the switch is on. j.1> Construction: 1. TSOP1738: TSOP module has an inbuilt control circuit for amplifying the coded pulses from the IR transmitter. A signal is generated when PIN photodiode receives the signals. 2. ACCELEROMETER: Conceptually, an accelerometer behaves as a damped mass on a spring. When the accelerometer experiences acceleration, the mass is displaced to the point that the spring is able to accelerate the mass at the same rate as the casing. The displacement is then measured to give the acceleration. 3. PT100: These elements nearly always require insulated leads attached. At temperatures below about 250 °C PVC, silicone rubber or PTFE insulators are used. Above this, glass fibre or ceramic are used. The measuring points, and usually most of the leads, require a housing or protective sleeve, often made of a metal alloy which is chemically inert to the process being monitored.

4. SIM900: 4 Frequency GPRS/GSM Module is an ultra-compact and reliable wireless module. It is a breakout board and minimum system of SIM900 Quad-band GSM/GPRS module. 5. NON TYPE TEMPERATURE SENSOR: Extracted from the temperature gun. The digital output is converted to analog output. 6. LIMIT SWITCH: Having a metallic plate in it which is connected to a circuit by pressing the plate the circuit is complete gives output. j.2> Working: The four sensors (TSOP1738, ACCELEROMETER, NON TYPE TEMPERATURE SENSOR, and PT100) and one limit switch are connected to GSM module SIM900 which collect the data given by the sensors and switch and send these data to the server and from server these data is received by a laptop or tablet on the screen the data is shown on graphs of different data’s received. These data’s are live data. The data transfers through GPRS system. Graphs are as follow: 1. 2. 3. 4. 5. 6.

RPM OF ENGINE RPM OF REAR AXLE OR TYRE ENGINE TEMPERATURE G-FORCE DISC TEMPERATURE BRAKE PEDAL

k> DESIGN DEVIATION FROM LAST YEAR AND PFR: The points of variation in design from last year and PFR go-kart are mentioned below in the form of a tabular form. Sl. POINTS OF 2014 PFR 2015 No. VARIATION Vehicle Vehicle (present) 1. Wheel Base 1132.75 1080.56 1090.25 mm mm mm 2. Front Track 1190.64 1127.5 mm 1092.2 mm Width mm 3. Rear Track 1123.09 915.58 mm 927.1 mm Width mm 4. Overall 110 Kg 70 Kg 68kg weight (Measur (Approx.) (Measured) without ed) driver 5. Ergonomics Seat Seat is Seat is was not parallel to parallel to straight the the longitudinal longitudinal axis of the axis of the vehicle vehicle 6. Engine BAJAJ BRIGGS AND BRIGGS AND DTSi STTARTON STTARTON 125cc 550 series 550 series - 127CC - 127CC 7. Number of 2 1 1 brakes used 8. Inclination 82° 65° 55° of steering shaft

5> RESOURCES USED DURING THE PROJECT:

a> COLLEGE RESOURCES: 1. 2. 3. 4.

Lab Machines like welding, drilling, surface grinding, lathe machine, cutting All the necessary tools required Electricity

Figure 27 – TIG WELDING

Figure 30 – SURFACE GRINDING

b> OUTSOURCING USED: 1. Bending machine 2. Precise Lathe Machining

Figure 28 – PIPE CUTTING

Figure 31 – DRILLING

Figure 29 – WORKING ON LATHE

Figure 32 - GRINDING

6> PROJECT PLAN (GANTT CHART):

INITIA TION W ORKSHOPS TEA M MA KING A TION STUDY OF VA RIOUS DESIGN REPORTS

DEG PHA SE 1 DESIGN W ORKSHOP FOR NEW TEA M ERGONOMICS W ORKSHOPS ON VEHICLE DYNA MICS UNIVERSITY PRACTICA L EXA MINATIONS SUMMER VA CATIONS CONCEPT GENERA TION STEERING A ND W HEEL DESIGN DESIGN A SSEMBLY ITERA TION 1 INNOVA TION RESEA RCH A ND DEVELOPMENT PHA SE 2 PREPARATIONS FOR PFR ROUND A ND PFR … PROCUREMENT OF MA TERIA LS PIPES BRA KES A ND STEERING

SAFETY EQUIPMENT EXTENSIVE STUDY ON POWER TRA IN W ORKSHOP ON MA NUFACTURING FRA ME FA BRICATION A SSEMBLY OF STEERING ELECTONICS CIRCUITING A ND BODYW ORKS A SSEMBLY A ND DISA SSEMBLY UNIVERSITY SEMESTER EXA MINATIONS TES TING PHA SE 1 IMPLEMENT A ND MODIFICA TION DRIVER PRACTICE SESSION FORMULA TION OF BROCHURE

7> COST REPORT: Sl. No. 1 2 3 4 5 6 7 8

SYSTEMS Brake System Engine and Transmission Frame and Body Instruments and Wiring Steering System Wheels and Tyres Miscellaneous, Fit & Finish Innovation Total

TOTAL 6,970.00

TECHNICAL PARTS

32,739.00 17,150.00 3,026.00

Engine & Transmission

4,125.00 20,300.00

Steering Assembly

3,921.00 5,875.00 94,106.00

Chassis & Frame Power Train Brake Assembly Spindle Assembly Tyres & Rims Electricals Body Works

8> DESIGN VALIDATION PLAN (DVP):

SL. NO.

PROCEDURE

DESCRIPTION

ACCEPTANCE CRITERIA

RESPONSIBLE PERSON

TEST RESOURCE

START DATE

FINISH DATE

REMARKS

1

Design Analysis on SolidWorks

Frame

No failure

Mrinal, Rishabh, Abhay, Shivam Dhiman

SolidWorks

01-Mar-15

01-Apr-15

Done Successfully

2

Presenting the Investment, Production & Management of the Vehicle

Business Plan

Overall amount less than 85 lakhs

Harshit J, Shikhar, Shivam Goyal

Consulted Ajay Jain, ( HOD MBA )

14-Aug-15

16-Aug-15

Done Successfully

Manufacturing Level

Bended pipes should not have cracks & dents.

Nikhil, Devanshu, Rajat, Devansh

Cylindrical Bend Test

Welding Test

Strength of welded components should be within permissible limit

Shivam Garg, Shivam Goyal

UTM/UTK002 Universal Testing Machine

Jack Point Testing

Vehicle should be lifted without any bending in the center of chasis

Shubham, Manish

3

Bending of pipes

4

Test a nugget sample piece in Universal Testing Machine

5

Lifting the Vehicle from the Jack point with the help of Vehicle Stand

Chain Pulley

18-Sep-15

Done Successfully

20-Sep-15 20-Sep-15

Done Successfully

11-Oct-15

Done Successfully

17-Sep-15

12-Oct-15

8> DESIGN FAILURE MODES AND EFFECT ANALYSIS (DFMEA): Current process controls

Process step

Potential failure mode

Potential failure effects

Potential causes

Chassis

1. Front impact. 2. Side impact. 3. Rear impact. 4. Offset impact. 5. Rollover. 6. Static overloading. 7. Irregular Bending of . 8. Manufacturin g Defect.

1. Bending in weak , it may be vertical or horizontal. 2. Twisting action due to torsion. 3. Change in overall dimensions. 4. Safety of driver may get affected. 5. Breakage of week .

1. Proper 1. Due to analysis of accidents. chassis design. 2. Due to 2. high Manufacturing speed should be exact driving replica of collisions. design with 3. In case marginal of manufacturing overload. errors. 4. 3. Each weld in Manufact the chassis uring should be defect. properly inspected.

1. Overweight driver. 2. Impacts entering the driver cockpits. 3. Missing of nuts due to irresponsible causes.

1. Seat mount may get fractured and hence may bend permanently resulting in change of mounts. 2. Excess of vibrations. 3. Unstability under loading conditions. 4. Production of noise.

1. Seat mountings should be of high fatigue strength. 2. Mountings should be properly welded. 3. Using of rubber mounts to reduce vibrations. 4. Nuts and bolts should be fastened properly.

Seat Mounts

1. Due to high impact. 2. Irrespons ibility due to team member.

Actions recommended

Responsibility (target date)

Actions taken

Manufacturing head 8 September 2015

1. Cutting the ts. 2. Grinding the ts. 3. Welding the ts.

Chassis team, 1. Mountings will Driver and be welded Manufacturing properly team. 20 October 2015

Mountings is grinded. Then the mountings is re-welded

1. Rewelding of ts. 2. Proper machining.

9> BUISNESS PLAN:

a> INITIAL INVESTMENT: a.1> Personal investment from partners – 25 Lakh a.2> Loan by the state financial corporation and commercial banks – 50 Lakh

INITIAL INVESTMENT 4% 4%

1% 3% 7%

1%

2%

LAND

MACHINERY

FACTORY SETUP

OFFICE & SHOWROOM COMMERCIAL VEHICLE

INITIAL MATERIAL COST

DEPOSIT

a.3> Cost Price of Go kart = 0.5 lakhs a.4> Net Profit = 19.67 lakhs 10> VEHICLE DIMENSIONING: All the 3 standard view (Top view, Front view and side view) of the vehicle with the proper dimensioning according to Engineering Drawings Rules on A3 size sheet are given below:

Figure 33 - LINE DRAWING

Figure 34 – LEFT SIDE VIEW

Figure 36– RIGHT SIDE VIEW

Figure 37 – FRONT VIEW

Figure 35 – TOP VIEW

11> 3D CAD MODEL:

Figure 38 - ISOMETRIC

Figure 40 - FRONT VIEW

Figure 39 - LEFT SIDE VIEW

Figure 41 - RIGHT SIDE VIEW

Figure 42 - TOP VIEW

12> REFERENCES:         

Race Car Vehicle Design- Milliken & Milliken Wikipedia S.S. RATAN- Theory of Machines R.K. RAJPUT- Strength of Materials Fundamentals of Vehicle Dynamics- Gillespie IJRET Journals And Research Papers Materials Technology- G L Hewett Brake Handbook- A Baker Machine Design – V.B. Bhandari