Design and Analysis of Go-Kart Steering and Braking System For FKDC Season 3

International Journal of Advanced Science and Technology
Vol. 29, No. 12s, (2020), pp. 870-891
Design And Analysis Of Go-Kart Steering And Braking System For FKDC
Season 3
R.Chandra Sekhar Reddy1, T. Vijay Kumar2, A. Raja Goud3, V. Mukesh Reddy4
1, 2, 3, 4
Assistant Professor, Department of Mechanical Engineering, CMR Engineering College,
Medchal-501401-India
Abstract
A Go-kart is a four wheeled vehicle. Go-kart has no suspension and no differential. They are usually
raced on scaled down tracks, but are sometimes driven as entertainment by non-professionals. 'Carting is
commonly perceived as the stepping stone to the more expensive ranks of motor sports. Kart racing is
generally accepted as the most economic form of motor sport. It can be performed by almost anybody and
permitting licensed racing for anyone from the age of 8 onwardsas a free-time activity. Kart racing is
used as a low-cost and relatively safe way to introduce drivers to motor racing. Kart racing is associated
with young drivers and adults are also very active. Karting is as the first step in any racer’s career which
can prepare the driver for highs-speed wheel-to-wheel racing by helping develop guide reflexes, car
control and decision-making skills. In addition, it brings an awareness of the various parametersof the
kart that can be altered to try to improve the competitiveness and also exist in other forms of motor
racing. The main aim of this report is to explain the design, analysis and engineering aspects of steering
and braking system. This report explains the objective, assumptions and calculations made in design of
steering and braking system for a Go-kart. The design is made such that Go-Kart is easy to fabricate in
every possible aspect. We made our design in all possible alternatives for a system and modeled them in
CAD software namely CATIA V5 R21, analysis is done by usingANSYS R15.0based on analysis results.
Keywords: Pitman Arm Mechanism, CATIA V5 R21, ANSYS R15.0
INTRODUCTION
Go-kart has no suspension and no differential. They are usually raced on scaled down tracks, but
are sometimes driven as entertainment by non-professionals. 'Carting is commonly perceived as the
stepping stone to the more expensive ranks of motor sports. Kart racing is generally accepted as the most
economic form of motor sport. It can be performed by almost anybody and permitting licensed racing for
anyone from the age of 8 onwardsas a free-time activity. Kart racing is used as a low-cost and relatively
safe way to introduce drivers to motor racing. Kart racing is associated with young drivers and adults are
also very active. Karting is as the first step in any racer’s career which can prepare the driver for highs-
speed wheel-to-wheel racing by helping develop guide reflexes, car control and decision-making skills. In
addition, it brings an awareness of the various parametersof the kart that can be altered to try to improve
the competitiveness and also exist in other forms of motor racing.
The steering is attached to the front axle so that the wheel is turned, the wheels will change the
angle that they are facing. It is a simple mechanism which works well on a Go-kart. Go-kart wheels are
usually made out of aluminium (rims) and measure at 12.7cm wide. Their tires are smaller when
compared to a car tire.
Braking is also a vital part of vehicle as it only controls the vehicle so there must be very carefulness and
the attentiveness while selecting the type of braking; here it was used hydraulic braking system. always
one have the question about selection that is why do this why not the other, yes that was a essential
question and the answer for that will be discussed in brief .
STEERING
The steering system that controls the direction of the vehicle. There will be many problems in steering
system while applying from theoretical calculations to the practical one so that one should be aware of all
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Vol. 29, No. 12s, (2020), pp. 870-891
the steering systems and should be able to pick the best out of those types. Here it was used pitman arm
mechanism.
BRAKING
The objective of the brake system is to reduce the speed of a car and stop it within a particular
distance and also control the car at high speeds. Brakes must be at its optimum best in order to provide
smooth riding and excellent manoeuvrability. The car must accelerate at a minimum speed of 40 kmph
and at a specified location, must stop in such a way that all REAR wheels lock simultaneously.
The target the design team had in mind was to fabricate components in such a way that the boundaries of
innovation are pushed. Maximum weight reduction and easy serviceability aspects were the keynotes of
the design team.
Table1: Comparisons between pitman arm and rack and pinion
PARAMETER PITMAN ARM RACK AND PINION
Fewer complexes. More complex thanpitmanarm.

System of gears is used.
COMPLEXITY Can be easily machined.
Contacting surfaces are less which leads More wear and tear takes
to high durability. place due to gears.
DURABILITY
Vibration is less. More vibration is transferred.
VIBRATION
Lessweight compared to other systems More weight.
WEIGHT
Quick turns achieved in sharp corners During turning three to four

since the steering ratio used is 1:1 complete revolutions are
TURNING required from lock to lock.
SENSITIVITY
Types of Brake Systems

 Wooden block brakes
 Mechanical drum brakes
 Expanding internal shoe brakes
 Disc brakes
 Anti- lock brakes
 Four wheel brakes
 Power assisted brakes
 Self-adjusting brakes
 Automatic brakes
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DESIGN CALCULATIONS
The below figure shows the pitman arm steering mechanism in which front wheel is attached to the
column and the steering column is attached to the pitman arm. This pitman arm connects the tie rods
which are connected to the stub axle.
Fig. 1 Pitman Arm Steering Mechanism
Theoretical Calculations Of steering system
Fig.2Steering geometry
The above figure shows the steering geometry of the pitman arm steering which include steering arm on
spindle and the front axle with tie rods attached. the brief description of geometry is explained in the
figure.
R = d/2+L× Cosec (A/2+B/2)
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Where:
R = Turning radius
L = length of the kart
A = Angle made by the inner wheel
B = angle made by the outer wheel
d = width of the kart
Fig.3Turning of front wheels
Figure3 shows the turning of front wheels A and B with respect to the centre of rotation and the width
will be noted as w and length of the kart as l with turning radius R and rear wheels noted as C and D.
Total weight of the kart is 160 kg
Weight distribution: Rear 60% = 96 Kg
Front 40% = 64 Kg
Assumptions:
Average velocity v = 30 km/hour=30*(5/18) m/s=8.33m/s
µ =0.6
Normal Force on Stub Axle:
N= m*g
= 64*9.81 = 627.84 N
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The below table shows the steering parameters value like caster angle, camber angle, steering ratio, tie
rod length and the turning radius.
Parameters Values
Caster angle 2°
Camber angle 0
Tie rod length 326 mm

Steering ratio 1:1
King pin inclination 5°
Steering wheel rotation 168°
Turning radius 3.05 R
Inner turning angle 35°
Table 2 Steering parameters value
Lateral Force on stub axle:
Lateral Force =𝑚𝑣 2 /r
m=64kg,v=8.33m/s,r=1.91m
Lateral Force = 𝑚𝑣 2 /r
= 2325.07 N
Force due to traction = µ*Normal force
= 329.02 N
R = d/2+L× Cosec× (A/2+B/2)
d = 56×25.4 = 1422.4 mm
L = 66×25.4 = 1676.4 mm
A = 45°
B = 30°
R = 1422.4/2 + 1676 × Cosec× (45/2+30/2)
R = 3.05 meters.
If consider
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Chassis = 12 kg, Driver = 52 kg, Steering set= 10 kg, Rear axle & brake = 10kg, Engine = 35kg, Fuel
tank & battery = 6kg, tyres& rim =15 seat=0.8kg ,fire extinguisher = 1.5kg, protection sheet= 5kg
,mounting points = 2kg, fasteners &screws =0.7kg.
Total weight=150 kg.
 Considering the turning radius of 3m, using the equation for the dimensions of our go-kart, the
maximum steering angles were calculated.
 Wheelbase (L): 1092.2 mm
 Track width (T): 838.2 mm
 Actual Turning Radius (R): 3000mm
Outer angle
Tan A = L / (R - d/2)
=1092.2 / (3000 – 1422.4/2)
Tan A = 0.4771
A=Tan-1(0.4771)
A=25.5
Inner Angle
Tan B = L /(R + d/2)
= 1092.2/ (3000 + 1422.4/2)
Tan B = 0.2942
B = Tan-1(0.2942)
B = 16.39
Actual Turning Radius
= T/2+L cosec (A/2+B/2)
= 868.2/2+1092.2cosec (25.5/2+16.39/2)
= 3618.94
 The centre to centre distances between the sleeve and steering arms are 89mm &127mm
respectively. The angular distance covered by the steering arm is 78.23mm.corresponding to the
inner steer angle of 35.37°.
 The same angular distance must be travelled by the sleeve and corresponding to the angular
distance the sleeve should rotate by 50.5 ,which is same the steering wheel has to be turned to
rotate the inner wheel by 35.37°.
Percentage of Ackermann
= (A-B/ Tanּ) 1/tanB-1)-B
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= 30.69-22.73 /31.47
= 0.96*100
= 96%
The steering ratio is set to 1:1 for a quick vehicle response
No of eye bolts-4
Length of tie rod-12.9 inches
Self manufactured steering wheel continuous shape
Height of steering column-25 inches
BRAKING CALCULATIONS
In selection of braking system, Hydraulic Disc brake it was used in our Go-Kart vehicle to
decelerate the speed of a vehicle. By pressing the brake pedal by foot, the brake pads compress the rotor
attached to the wheel, which inturn slows down the vehicle due to friction. Mostly all of go-kart have disc
brake on only rear axle because disc brake mechanism is simple than other brake and moderate weight
and easier mechanism. All of these components should work properly for the vehicle to have 100% brake
system effectiveness while driving.
Fig 4 Braking system of operation
Figure 4 above shows the braking system of operation in which all the brake parts are assembled and the
explanation is as follows. When brakes are applied, through a liquid the force is transmitted to the brake
shoes. The pedal force is transmitted to all brake shoesby a force transmission system.
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Fig 5 Hydraulic disc brake system operation
The above figure shows the hydraulic disc brake system operation in which the brake is pressed and then
fluid pushes the piston which intends brake calliper pads move to the disc which stops the vehicle.
Fig 6 Master Cylinder
Figure6 above shows the line diagram of brake master cylinder. This is the heart of hydraulic disc brake
system. It consists of two main chambers filled with fluid which contains the fluid to supply to the brake
system and compression chamber in which piston reciprocates.
PURPOSE OF BRAKING
1. To decrease the speed of a vehicle using kinetic friction and keep it from rolling when stopped using
static friction.
2. To design a braking system which take least time to bring the vehicle tostop.
3. To ensures safety of the driver.
Selection of Brakes
We had used a Hydraulic Disc Brake considering the following advantages, availability, and their
limitations.
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For selection of best braking system in go-kart you have to kept Some points in your mind:
a) Hydraulic system
b) Disc brake - apache RTR rear 200mm
c) Master cylinder- apache RTR rear master cylinder
d) Brake lines- apache RTR front
e) Calliper- apache front double piston calliper
f) T-joint- for transferring fluid and pressure valve (brake light).
Table below shows the parts and specifications of braking system which includes master cylinder, calliper
and the pedal ratio.
Table 3 Parts and Specifications
S.NO. PARTS SPECIFICATIONS

1 Mass of go-kart 10.19
2 Master cylinder 10mm diameter
3 Calliper 32mm
4 Number of calliper piston 2
5 Pedal ratio 6:1
6 Coefficient of friction between tyre and road 0.7
7 Coefficient of friction between brake pad and disc 0.4
rotor
8 Rotor 170mm
9 Brake fluid type Dot4
10 Weight distribution Front:40%
Rear :60%
Normal Force at Front and Rear Axle:
N(front) = mass * g*c; where c is weight distribution [8]
= 10.19 x 9.81 x 0.4 = 39.99N
N(rear) = mass * g*c
= 10.19 x 9.81 x 0.6 = 59.9N
Frictional forces at front and rear axle:
f(front) = μ1x N(front) = 0.7x 39.99 = 27.99N
f(rear) = μ1x N(rear) = 0.7x = 59.9N
Acceleration of go-kart:
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Total frictional force (front+ rear) = 87.9N
According to Newton’s 2ndlaw
Force= mass*acceleration
a=F/m = 87.9/10.19 = -6.86m/𝑠 2 (0.7G)
Stopping time and distance:
Go kart is starting from rest, therefore v=0
In accordance to Newton’s first equation of motion
Final vel. = initial vel. + acceleration x time
i.e.; v = u +at therefore, t = (v-u)/ a
= (13.8)/6.86
= 2.02 sec
In accordance to Newton’s third equation of motion
2 x acc.x distance = (𝑓𝑖𝑛𝑎𝑙𝑣𝑒𝑙)2 – (𝑖𝑛𝑖. 𝑣𝑒𝑙. )2
Therefore d = 𝑣 2 / 2a = (13.8)2 / (2*6.86)
= 13.8 m
Brake fluid pressure:
Brake paddle force = 445N
Given, paddle ratio = 6:1
Force at the end of pushrod to master cylinder =2669N
Force = pressure x area
Therefore, p = F/a = 2669/0.000197
= 13.54 N/mm2
Clamping force
Clamping force = fluid pressure / area of caliper
= 13.54 x 3102 = 42026N
Friction on rear tire
f(rear)=μ2x clamping force
= 0.4x 42026.65 =16810.66N
Static laden radius (L)
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Radius of rear tire = 139.7mm
Therefore, L = 0.96 x 139.7 =134.11mm
Braking torque
Braking torque = f(rear) x L = 16810.66 x 134.11
= 2254.47 N-m
Weight distribution
Wheel base =1026.6mm
Centre of gravity (COG) is 796 mm from the front.
Taking moment about point A, we get [10]
RB x 1336 + RA x 0 = 145 x 796
RB = 86.39 N
Thereafter, RA = 58.61 N
Brake Efficiency (η):
Maximum vel. = 13.8m/s
In accordance to Newton’s first equation of motion
Final velocity = initial velocity+ acceleration x time
i.e.; v = u +at therefore, t = (v-u)/ a
= (13.8)/6.86
= 2.02 sec
In accordance to Newton’s third equation of motion
2 x acc.x distance = (final vel) 2 – (ini. vel.)2
Therefore d = v2 / 2a = (13.8)2/ (2*6.86) = 13.8m
η = [(final vel.)2/ 2 x g x d] x 100 [11]
= [(13.8)2/ 2 x 9.81 x 13.8] x 100
Results
Braking torque - 105Nm
Stopping distance: 12m
Stopping time: 9sec
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MODELLING
Modelling of Pitman Arm Steering
Fig. 7 Pitman Arm Assembly View
Fig.8 Mechanism of pitman arm

The above figure shows the mechanism of the pitman arm steering. It includes the stub axle, steering
column and tie rods which are designed in CATIA v5 software. The commands used were line, circle,
pad, pocket and shaft.
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Fig.9 Steering wheel rib command sketch.
Fig. 10 Steering wheel design using pad command sketch
Fig.11 Steering wheel Profile sketch using properties command
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Fig. 12 Pitman arm with all individual parts. sketch
Fig. 13 Assembly view of go kart braking system
Fig. 14 Brake disc hub design using constraint command.
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Fig. 15 Brake disc hub design using shaft command
Fig. 16 Brake disc with hub design using meshing command
Fig. 17 Disc calliper design using constraint command
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Fig. 18 Disccalliper design using pad command
ANALYSIS
Analysis of steering in static loading
The analytical approach offers results through analyses for the case study predefined for the solver.
The technique would deploy any of theanalysis software tools. The Geometric Dimensions should be
carried out by CAD 2016 versions of software. For modeling of the component, CATIA Version5 R21
Software is used. Preprocessing and post processing work is carried out in ANSYS R15.0 software using
Finite elemnet analysis.
Fig. 19 Stub axle boundary condition
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Fig.20 Stub Axle Loading
The analysis on stub axle is done by applying the force of 329N
Fig. 21Stub axle meshing
It is difficult to know all the loading areas so that meshing is used to determine the major loading
concentrate area that is of 329N.
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Fig. 22 Stub axle stress
The stub axle stress is calculated by applying the force of 329 N with respect to the cross section area.
Fig. 23 Brake disc boundary conditions
Fig. 24 Brake Disc Loading
By keeping the bolts as fixed, the loading is applied and which will be 0.2MPa
Fig. 25 Brake disc meshing
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Fig. 26 Brake Disc Stress
By keeping the bolts as fixed and by applying clamping pressure as 0.2MPa on the surface of brake disc,
the total deformation obtained is 0.000005249 m. The disc can withstand a maximum stress of 188.08
MPa. For the same loading conditions as above. Thus the brake disc designed has a factor of safety of
2.81
Table 4 Steering performance parameters
Parameters Values
Caster angle 2°
Camber angle 0
Tie rod length 326 mm
Steering ratio 1:1
King pin inclination 5°
Steering wheel rotation 168°
Turning radius 3.05 R
Inner turning angle 35°
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TESTING RESULTS & DISCUSSION
Many problems will arise in any system in the same way steering and braking systems will also have
some problems which are to be solved. Steeringsystem has the main problem of overseeing, to overcome
that problem one must always need to check the wheelbase according to the theoretical analysis. The
inaccurate wheelbase leads to over steering and one should place all the tyres in its exact positions
according to the calculations of centre of gravity of the vehicle.
TESTING OF STEERING
Testing of steering is steering done on following basis:
 The turning radius of the Go-Kart must be less than 3.5 m.

 The steering system must be able to control the two wheels(simultaneously).
 The steering system must have the inversion of a four bar linkage at one of the pivots.
 7 degrees of freedom is maintained at the steering system which is measured at the steering
wheel.
 The steering wheel must be connected to the front wheelsmechanically.
 The steering column should be rigidly fixed to the supports as well as steering wheel should be
properly mounted.
Results:
 Steering turning radius = 3.05meters

 Steering ratio = 1:1
 Total steering free play = 6 degrees.
TESTING OF BRAKING
 The brake system must be capable of stopping the Go-Kart without losing control in a straight
line during the brake test in which minimum speed must not be less than 30 kmph during the brake test.
 The four wheels with disc brake mechanism, the bleeding ports for the disc calliper should be
upside to that of piston mechanism of calliper.
 There should be no leakage from the cylinder or reservoir.
 The Kart must bemaintaining the speed more than 30 km/hr.
 The driver must be alert in brakingthe vehicle as soon as the front tires reach the finishing line.
 The driven wheels must be locked properly to avoid flipping of kart to any of the side.

Braking performance parameters
Table 5 Braking performance parameters
PARAMETERS VALUE
Mass of go-kart 10.19
Master cylinder 10mm diameter
Calliper 32mm
Number of calliper piston 2
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Pedal ratio 6:1
Coefficient of friction between tyre and road 0.7
Coefficient of friction between brake pad and disc rotor 0.4
Rotor 170mm
Brake fluid type Dot4

Front:40%
Weight distribution Rear :60%
Table 5above shows the braking performance parameters which include master cylinder, brake calliper,
disc, fluid reservoir, brake fluid type.
Braking Results
 Braking torque = 105Nm

 Stopping distance = 12m
 Stopping time = 9sec.
 Pedal ratio = 6:1
COMPARISON BETWEEN THEORETICAL AND PRACTICAL VALUES
Table 6 Comparison between theoretical and practical results

PARAMETER THEORETICAL PRACTICAL
Steering ratio 1:1 1:1
Turning radius 3m 3.05m
Caster angle 2 2
Camber angle 0 0
Brake pedal ratio 4:1 6:1
Braking distance 12m 12m
Braking time 7sec 9sec
Table 6 above shows the comparison of steering and braking theoretical and practical values which
include steering ratio, turning radius, caster angle, brake pedal ratio, braking distance, braking time.
CONCLUSION & FUTURE SCOPE
 After studying and performing analysis on stub axle under steering load of 329N, the pitman arm
steering design is safe by considering all the performance parameters.
 Design of the disc using load analysis, stress analysis, and thermal analysis system approach was
safe and better to use hydraulic braking system.
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 The static analysis result of the model 254.6MPa was half of the Yield strength of the material
which is 520MPa. So it shows the scope for the topology optimization forthe existing pitman
arm.
 It was obtained the steering ratio as 1:1 and turning radius as 3.05m, as per the calculations and
the practical values the design is safe.
 The brake pedal ratio obtained was 6:1 and the stopping time as 9 sec with 12m distance.
 The purpose of studying behind designing the braking system is to get the better and safe braking
abilities with minimum stopping time at the considerable distance. There are various
mathematical formulae in order to calculate the various parameters needed for the go-kart
braking system. Thus, after verifying the calculations we conclude that our design is safe for
fabrication.
 As of now, Go-Karts are only used for recreational purposes in India. But there are Automobile
manufacture companies which produce high performance Go-Karts which are legal. For
example, Ariel Atom manufactured Company and KTM by Ariel Motor X-Bow manufactured
by KTM. So in future, Go-Karts can be used as a passenger mover, which are safer and gives
high comfort.
REFERENCES
1. Rule Book of formula kart design challenge (FKDC season 3)
2. V.D.Thorat, S.P.Deshmukh, ―Rigid Body Dynamic Simulation of Steering Mechanism‖, IJREAT,
Volume 3, Issue 1, Feb-Mar, 2015, ISSN: 2320 – 8791
3. MalgeSangeeta Ganesh, G. P. Patil B, N. A. Kharche, ―Performance of the Structural Analysis of
Ford Car Steering Rod‖, International Journal of Research in Advent Technology, Vol.2, No.2,
February 2014 E-ISSN: 2321-9637
4. GirishRane, K.M. Narkar, ―Steering System Optimization for Vehicle Drift‖, Ird India, ISSN:
2321-5747, Volume-2, Issue-5, 2014
5. Yunqing Zhang, Gang Qin, Ying Sun, Liping Chen ―Analysis and Optimization of the Double-Axle
Steering Mechanism with Dynamic Loads‖, the Open Mechanical Engineering Journal, 2012, (Suppl
1-M2) 26-39 .
6. ZhenhaiGao, Jun Wang, Deping Wang, ―Dynamic Modeling and Steering Performance Analysis of
Active Front Steering System‖, Elseveir, ProcediaEngineering 15 (2011) 1030 – 1035
7. Cristina Elena Popa, ―Steering System and Suspension Design For 2005 Formula SAE-A Racer
Car‖, University of Southern Queensland, October 2005.
8. Thomas D Gillespie –: Fundamentals of Vehicle Dynamics
ISSN: 2005-4238 IJAST 891


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International Journal of Advanced Science and Technology

Vol. 29, No. 12s, (2020), pp. 870-891

ISSN: 2005-4238 IJAST 870

PARAMETER PITMAN ARM RACK AND PINION

Fewer complexes. More complex thanpitmanarm.

Vibration is less. More vibration is transferred.

Lessweight compared to other systems More weight.

Quick turns achieved in sharp corners During turning three to four

Types of Brake Systems

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Fig. 1 Pitman Arm Steering Mechanism

Theoretical Calculations Of steering system

R = d/2+L× Cosec (A/2+B/2)

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L = length of the kart

A = Angle made by the inner wheel

B = angle made by the outer wheel

d = width of the kart

Fig.3Turning of front wheels

Total weight of the kart is 160 kg

Weight distribution: Rear 60% = 96 Kg

Average velocity v = 30 km/hour=30*(5/18) m/s=8.33m/s

Normal Force on Stub Axle:

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Tie rod length 326 mm

Steering wheel rotation 168°

Turning radius 3.05 R

Inner turning angle 35°

Table 2 Steering parameters value

Lateral Force on stub axle:

Lateral Force =𝑚𝑣 2 /r

Force due to traction = µ*Normal force

R = d/2+L× Cosec× (A/2+B/2)

R = 1422.4/2 + 1676 × Cosec× (45/2+30/2)

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Total weight=150 kg.

=1092.2 / (3000 – 1422.4/2)

Tan B = L /(R + d/2)

= 1092.2/ (3000 + 1422.4/2)

Actual Turning Radius

= T/2+L cosec (A/2+B/2)

= (A-B/ Tanּ) 1/tanB-1)-B

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The steering ratio is set to 1:1 for a quick vehicle response

Length of tie rod-12.9 inches

Self manufactured steering wheel continuous shape

Height of steering column-25 inches

Fig 4 Braking system of operation

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Fig 5 Hydraulic disc brake system operation

Fig 6 Master Cylinder

3. To ensures safety of the driver.

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b) Disc brake - apache RTR rear 200mm

c) Master cylinder- apache RTR rear master cylinder

d) Brake lines- apache RTR front

e) Calliper- apache front double piston calliper

f) T-joint- for transferring fluid and pressure valve (brake light).