Design and Analysis of Go-Kart Steering System

NATIONAL CONFERENCE ON INNOVATIVE TRENDS IN ENGINEERING & TECHNOLOGY – NITET-18
16-17th March 2018

NOVATEUR PUBLICATIONS
International Journal Of Innovations in Engineering Research And Technology [IJIERT]
ISSN: 2394-3696
DESIGN AND ANALYSIS OF GO-KART STEERING SYSTEM
Mr.Jagtap S.T.1, Mr. G.R. Drshpande2
Department of Mechanical Engineering, NBNSCOE, Solapur
Department of Mechanical Engineering, A.G.P.I.T, Solapur
ABSTRACT
This workincludes the theory, design and analysis of go-kart Steering system. Usually a go-kart or owner
who wants to improve the handling of the vehicle will have to purchase the latest in wheels, tires and other
optional equipment, but end up finding that those things in fact handles worse. The first stage in achieving a
good handling kart that will provide the greatest percentage of power efficiency is to go right back to
basics.
The most conventional steering arrangement is to turn the front wheels using a hand–operated steering
wheel which is positioned in front of the driver, via the steering column, which may contain universal joints
(which may also be part of the collapsible steering column design), to allow it to deviate somewhat from a
straight line. From the work steering ratio 3.8376 :1 is achieved, Ackerman angle 13.52̊ And turning radius
of 3.8255m to enhance the steering effect.
KEYWORDS: - Go-Kart, Steering, Universal Joints, FEA, ANSYS.
INTRODUCTION
In this chapter explains about literature review would be done, which include the theory about go-kart
Steering. Usually a go-kart or owner who wants to improve the handling of the vehicle will purchase the
latest in wheels, tires and other optional equipment, but end up finding that those things in fact handles
worse. The first stage in achieving a good handling kart that will provide the greatest percentage of power
efficiency is to go right back to basics.
The most conventional steering arrangement is to turn the front wheels using a hand–operated steering
wheel which is positioned in front of the driver, via the steering column, which may contain universal joints
(which may also be part of the collapsible steering column design), to allow it to deviate somewhat from a
straight line.
1. Steering wheel
2. Steering Rod
3. Rack & pinion
4. Connecting Link
5. Universal Joints
Fig. 1 Details of Steering Mechanism

METHODOLOGY
 Steering Design
Many modern cars use rack and pinion steering mechanisms, where the steering wheel turns the pinion
gear; the pinion moves the rack, which is a linear gear that meshes with the pinion, converting circular
motion into linear motion along the transverse axis of the car (side to side motion). This motion applies
steering torque to the swivel pin ball joints that replaced previously used kingpins of the stub axle of the
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ISSN: 2394-3696
steered wheels via tie rods and a short lever arm called the steering arm.The rack and pinion design has the
advantages of a large degree of feedback and direct steering "feel". A disadvantage is that it is not
adjustable, so that when it does wear and develop lash, the only cure is replacement.
A Rack and Pinion is a type of linear actuator that comprises a pair of gears which convert rotational
motion into linear motion. A circular gear called "the pinion" engages teeth on a linear "gear" bar called "the
rack"; rotational motion applied to the pinion causes the rack to move relative to the pinion, thereby
translating the rotational motion of the pinion into linear motion.
For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a railcar engages a
rack between the rails and forces a train up a steep slope.
For every pair of conjugate involute profile, there is a basic rack. This basic rack is the profile of the
conjugate gear of infinite pitch radius.(I.e. a toothed straight edge.)A generating rack is a rack outline used
to indicate tooth details and dimensions for the design of a generating tool, such as a hob or a gear shaper
cutter.
Fig 2:- Rack And pinion steering

 Design :-
Fig.3 shows the geometry of the four bar mechanism for the steering
Fig. 4 Steering System
Front track width = 840 mm

Distance between the pivots = 50 cm
Fig.3 shows the geometry of the four bar mechanism for the steering part of the Kart.
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ISSN: 2394-3696
While taking the left turn
Let A (0,0), D (50,0)
Point B’s X coordinate = 𝑅𝐴𝐴 [sin(𝐴𝐴 + 𝑆𝐴𝑙 )]
Point B’s Y coordinate = 𝑅𝐴𝐴 [sin(𝐴𝐴 + 𝑆𝐴𝑙 )]
Where RAA is the Ackerman Arm Radius

AA is the Ackerman Angle
SAL is the steering angle of the left wheel
Zero degree is straight ahead.
Above B’s coordinate has been solved and it is B (12.506,8.28)
We can project straight to the left of point B and straight up from point A to create a new point called
point E. Also, because point E falls on segment AD, we can calculate distance ED:
ED = AD – AE
ED = 50 – 8.28 = 41.72cm
𝐷𝐵2 = (𝐷𝐸 2 + 𝐸𝐵2 )1⁄2
DB = 42.53 cm
𝐸𝐵
tan 𝑘 =
𝐸𝐷
k = 11.225 deg
(𝐷𝐵2 + 𝐴𝐵2 − 𝐵𝐶 2 )
cos 𝛾 =
2(𝐷𝐵 𝑥 𝐴𝐵)
ℽ = 80.830 deg
For Ackerman Arm Angle,

𝐾𝑖𝑛𝑔 𝑃𝑖𝑛 𝑐 − 𝑐 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒⁄2
tan 𝛼 =
𝑊ℎ𝑒𝑒𝑙 𝐵𝑎𝑠𝑒
α = 13.52 deg
Ackerman arm angle, α=13.52
Steer angle = k + ϒ + α – 90 = 15.56 deg
Arm base, Y = Ackerman arm radius*sinα

= 3.506 cm
Verifying ackerman arm base Y,

Y = (King pin c-c distance) - (Length of tie rod)/2
= (50-42.784)/2
= 3.608cm
Therefore, Arm Base (Y) is nearby the calculated value and is thus verified. Expressed mathematically:
LT =DKC - 2RAA[Sin(Ackerman angle)]
= 50-2*15(Sin 13.52)
= 42.784cm
Where: LT = length of the tie rod
DKC = distance between kingpin’s center to center
RAA = radius of the Ackerman Arm (Assumed) =15cm
Length of Tie Rod = 42.784cm
Turning Circle Radius :

From fig.1, if one link is adjusted at 20 deg then other angle turns out to be 15.562 deg. Then,
Turning Radius = [ (Track Width/2) + (wheel Base/ sin (Average Steer Rate) ]
=[ (84/2) + (104 / sin[ (15.56 + 20)/2] }
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= 3.8255m
Steering ratio :
R = s / [(2 – 2cos(2a/n)1/2]
Steering Ratio, n = 3.8376 :1
Free-play:
Free-play has been adjusted at steering wheel rod by giving the space to the stud for its free movement upto
certain angle. This has been managed by drilling the hole of larger diameter with respect to the stud. This
adjustment is shown in fig.5
Results :-
Fig 3:- deformation of steering knuckle
Fig 5- Von-Mises stress of steering knuckle

Max. deformation 0.8527 mm
Max. stress 275.75 Mpa
FOS 1.59
CONCLUSION
From these paper we can conclude that we have achieved steering ratio 3.8376:1.
We have also achieved ackerman angle 13.52̊ And turning radius of 3.8255m.
REFERENCES
1) Dilip Kumar Sonar, Madhura Chattopadhyay “Theoretical Analysis of Stress and Design of Piston
Head CATIA & ANSYS,” International Journal of Engineering Science Invention, ISSN (online):
2319 – 6734| ISSN (Print): 2319 – 6726, Volume 4 Issue 6, PP.52-61, June 2015.
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ISSN: 2394-3696
2) VelivelaLakshminath, Dr. Amar Nageswara Rao “Modeling and Analysis of I.C. Engine Piston Crown
Using FEM Package Ansys,” IJRMET, ISSN: 2249-5762(online)| ISSN: 2249-5770(Print), Volume 5,
Issue 1, PP 51-59, Nov2014-April 2015.
3) Ch. VenkataRajam, P.V.K. Murthy, M.V.S. Murali Krishna, G.M. Prasada Rao “Design Analysis and
Optimization of Piston using CATIA and ANSYS,” International Journal of innovative Research in
Engineering & Science, ISSN 2319-5665, volume1, issue2, PP 41-51, January 2013.
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NATIONAL CONFERENCE ON INNOVATIVE TRENDS IN ENGINEERING & TECHNOLOGY – NITET-18

16-17th March 2018

KEYWORDS: - Go-Kart, Steering, Universal Joints, FEA, ANSYS.

Fig. 1 Details of Steering Mechanism

Fig 2:- Rack And pinion steering

Fig. 4 Steering System

Front track width = 840 mm

Where RAA is the Ackerman Arm Radius

For Ackerman Arm Angle,

Arm base, Y = Ackerman arm radius*sinα

Verifying ackerman arm base Y,

Turning Circle Radius :

Fig 3:- deformation of steering knuckle

Fig 5- Von-Mises stress of steering knuckle

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