ACROPOLIS TECHNICAL CAMPUS
INDORE
FINAL DESIGN REPORT
TEAM ACRO-RACERZ
VISHNU KARTING CHAMPIONSHIP
2015
ABSTRACT

The Objective of the VKC 2015 competition is to challenge student teams to conceive,
design, fabricate and compete with their own go karts. The objective of the Vehicle
Design team is to build a prototype go kart on an assumption that a manufacturing firm
has engaged them to design, fabricate and demonstrate one for evaluation of the same
as a product ready for production. The vehicle is tested for its cost analysis, overall
design presentations, acceleration, braking, cornering capability, fuel economy and
endurance.
INTRODUCTION
Acro-Racerz- An Overview:Acropolis Technical Campus, Indore is proud to announce the 2015 “VKC” project: a premier
collegiate engineering competition which allows students to apply their engineering concepts
in the design and fabrication of a GO-KART as per VKC rule book specifications.
Members of the Acro-Racerz add a new dimension to their engineering knowledge and
expertise during the practical application of their theoretical knowledge in such a project.
Students exhibit a high level of dedication and commitment as they juggle their responsibilities
to the team with an intense engineering course load. The ATC chapter had earlier proved their
merit in SAENIS Effi-Cycle 2011, SAEINDIA BAJA 2012-2013 series, National Go- Kart
Championship 2013, National Kart Racing Championship 2015, and Student Formula Japan
2014.
Acro-Racerz’ history of racing teams continues this year with its first ever Formula SAE series
team and the first International level event. This year the team will be going to the competition
held at Ecopa Racing Track, Japan where the team will strive to excel and plans to place well
at the competition. The design for this year’s Go-Kart incorporates new ideas that will improve
the handling and drivability. A single cylinder 125cc motorcycle motor has been incorporated.
1. TEAM STRUCTURE
MATERIALS
DESIGN
TEAM CAPTAIN
KARTHIK SATHYAN
AAYUSH KHURANA
ACHAL PATHAK
HRTIVIK TRIPATHI
RAJAT NEGI
ABHISHEK MISHRA
TRANSMISSION
KARTHIK SATHYAN
ANIMESH VYAS
FABRICATION
KARTIK PATEL
LUCKY THAKUR
SHREYAS SHIVADE
SHIVANSHU TIWARI
STEERING
KARTIK PATEL
DEEPAK BHARASKAR
BRAKES
RAJAT NEGI
SHUBHAM GAUD
MARKETING &
PURCHASING
AAYUSH KHURANA
SAYYED HUSSAIN
ANSH BAJPAYEE
NAMAN TYAGI
PRODUCT
DEVELOPMENT
BURHAN RAHI
RAVI GUJARATI
PANKAJ PANCHAL
TOOLS MANAGEMENT &
DOCUMENTATION
ANIMESH VYAS
KUMAR ADITYA
2. COMPLETE CAD MODEL
OF THE VEHICLE
FRAME DESIGN
The frame is designed to meet the technical
requirements of competition the objective of the
chassis is to encapsulate all components of the kart,
including a driver, efficiently and safely. Principal
aspects of the chassis focused on during the design
and implementation included driver safety, drive
train integration, and structural weight, and operator
ergonomic. While designing chassis the 1st priority
was given to driver safety as per the rule book. By
the competition rules and analysis in ANSYS, the
design was assured.
CHASSIS DESIGN CONSIDERATIONS
(ACCORDING TO RULE BOOK)
The mountings and designing of chassis should be
such that there should be minimum 3 inches (gap)
clearances between the driver and any component of
the vehicle in static and dynamic condition – hands,
torso, thighs etc.
STRUCTURAL ANALYSIS
The chassis must accommodate the driver, as well as
the engine. While a problem with structural integrity
JUSTIFICATION
OF
ANALYSIS OF FRAME:
or stiffness can usually be solved by simply varying
the wall thickness or diameter of a tube, the
challenge of fitting all components into the smallest
space possible rarely has clear or straight forward
solutions.
DESIGN METHODOLOGY
Methodology gives the brief idea to what the method
that has been adopted throughout the project. The
flow of the whole project is illustrated as in Figure
in the following page.
LOADS
FOR
The next stage in the design process is to analyze the
frame & add features accordingly. FEA (Finite
element analysis) is then done on the roll cage
tomake sure that the proposed design is strong
enough to withstand the loads of collision &
rollover. For these reasons it was deemed that there
should be an analysis of front impact, rear impact,
side impact & rollover. However before the analysis
are performed, an estimation of the loading forces
exerted on the go-kart must be completed.
Impact time estimation: After a long research and
with references of many research and technical
paper we found that the impact time lies in between
15000ms to 20000ms. So the impact time taken for
the force estimation is 18000ms.
Length 72 Inches(WITH
BODY WORKS
Width
45 Inches
Top View
Height
23 Inches
Driver Compartment
Foot space
Front View
Side View
2 D VIEWS
Engine
Comp
artme
nt
3D- ISOMETRIC VIEW
3.DESIGN ANALYSIS
CALCULATION
AND
Calculation of Impact force:It is assumed that
after collision with rigid stationary object; the gokart comes to rest. The estimation of impact force
was done by using “Impulse- Change in
momentum theorem”.
Impulse = F. ∆t
Where ∆t = Impact time
F. ∆t = ∆P
FRONT IMPACT TESTS:
In front collision test, the go-kart collides with a
stationary rigid wall and comes to rest. So, the load
is applied on four points of Crumple zone members
and DOF’s were constrained in the back portion of
the go-kart.
Impact load calculations regarding front impact test
are as follows:
For the analysis of roll cage, two cases were taken:-
M (mass of the vehicle) =175 kg
Driver included)
A. Worst collision case
V(top velocity of vehicle)= 52 km/hr =14.44m/sec
B. General Case (Real world scenario)
Δt = impulse time =0.18 s.
General case Keeping the vicinity, track in mind as
well as the go-kart structure; the collision in real
scenario would not be so severe as worst case
collision; so for this we have to evaluate the average
impact force. For simplicity we estimated the impact
force at various time intervals ranging from 0.15s to
0.2s at a difference of 0.18s and taken their mean.
Frontal collision test:- In front collision test, the gokart collides with a stationary rigid wall and comes
to rest. So, the load is applied on four points of
Crumple zone members and DOF’s were
constrained in the back portion of the go-kart.
Front impact load
=
(m * v)/ Δt
= (75*14.44)/0.18
=
14,038 N
While considering factor of safety, the load was
applied at 18250 N.
REAR IMPACT TEST:
SIDE IMPACT TEST:
As a side impact is most likely to occur, with the gokart hit by another go-kart, it was assumed that
neither go-kart would be a fixed and stationary
object. Referring to the automotive industry safety
testing, which also makes an equivalent assumption,
the impact force was assumed to be half of that on
head on collision with the fixed object. In side impact
test, the forces were applied on the side members in
contact with other go-karts during collision and all
degree of freedom of points on the other side were
constrained
In rear collision, the go-kart is assumed to be
stationary, fixed and another go-kart with same
mass and velocity= 35km/hr collides with the
former go-kart. Force is applied on rear protion of
go-kart and all DOF’S of front were constrained.
35 % load of 25,000 N was applied.=
( mass of
the vehicle * top speed of the vehicle ) * 35 Impulse
time * 100
=
=
50 % load of 17306 N was applied.
=
(m * v)/ Δt *
0.5
=
9125 N
DEFORMATION PLOT
FRONT
(m * v)/ Δt * 0.35
6387.7 N
REAR
SIDE
Properties of AISI 1018 & Aluminium 6061
PROPERTIES
4.
VEHICLE
SUBSYSTEM
SELECTION
PROCEDURE
WITH SPECIFICATION
4.1 MATERIAL TO BE USED
Because of its good weld ability, its good impact
strength and good yield strength as well as good
manufacturability
Composition the material used is AISI 1018 Steel
and Aluminium 6061 in the frame design. 25.4 mm
OD tubes are used for the manufacturing of chassis
VALUE
Density
7.87 g/cc
Poisson’s Ratio
0.290
Modulus of
Elasticity
205Gpa
Tensile strength,
Yield
370 Mpa
Tensile strength,
440Mpa
Brinell Hardness
126
No. of Gears: 5
Mechanical
Property
Proof Stress
Tensile Strength
Elongation A50 mm
Shear Strength
Hardness Vickers
Value
270 MPa
310 MPa
12 %
190 MPa
100 HV
4.2 ENGINE
Clutch: Multiplate Wet Clutch
Primary reduction – 3.571
1st gear reduction- 2.833
2nd gear reduction- 1.823
3rd gear reduction-1.333
4th gear reduction-1.086
Rule book Consideration:-
5th gear reduction-0.909
1. The engine should be a four stroke &must not
exceed the limit of 127CC.
Final reduction- 3.214
2. The transmission should be of chain drive only.
Selection:
A survey of all the engines under 127CC was done
and thus the engine of Discover ST 125CC DTSi
was finalised as it has the max torque and power
output under engines of this range.
4.4 STEERING SYSTEM
Specification:
Displacement: 125 CC
Cylinders: 1
Max Power: 13ps @ 9,000 RPM
Max Torque: 10.79 Nm @ 7000 RPM
Bore: 57 mm
DESIGN OBJECTIVES

A steering system must offer sufficient
precision for the driver to actually sense
what is happening at the front tyres contact
patches as well as enough “feel” to sense the
approaching cornering limit of the front
tyres.

It must be structurally stiff to avoid
component deflections.

The steering must be fast enough so that the
vehicle’s response to steering wheel inputs
and to steering correction happens almost
instantaneously and it must also have some
self-returning action.
Stroke: 49 mm
4.3 TRANSMISSION
SELECTION:
Transmission used is Chain Drive.
The gear box used is the one inbuilt in the engine.
Specification:
Gear Box type: Manual


The feel, feedback and self-returning action
are function of the kingpin inclination, scrub
Radius, castor angle and self-aligning torque
characteristics of the front tyre.
4.5 BRAKE SYSTEM
The purpose of the brakes is to stop the car safely
and effectively i.e. with shorter stopping distance. In
order to achieve maximum performance from the
braking system, the brakes have been designed to
lock up rear wheels, while minimizing the cost and
weight.
Assumptions
Though DOT 3 is much better than DOT 4, in sense
of incompressibility but still we will be using DOT4
brake fluid. As DOT 3 is colourless, thus in case of
any leaks it will be very difficult to detect.
Therefore, we are using DOT4 brake fluid.
Brake over Travel switch
It is just a kill switch, placed behind brake pedal just
to ensure that in case of brake failure, it will kill the
engine at instant.
It is simple push system type kill switch.
Brake light
Before proceeding towards any calculations, we
have to assume certain data or we can say,
We have to estimate some required specification of
our vehicle. Though, we cannotaccurately guess or
know weight ratio of our vehicle, but since our car is
rear drive and
engine compartment is at rear, thus more amount of
static load will be at rear portion of
car.
By this method, and with inputs with other subsystem of car, we estimated our vehicles
specification such as weight of vehicle, weight ratio,
height of C.G from ground and wheel
base of vehicle.
Deceleration
Deceleration’svalue is being
assuming particular disc size
appropriate master cylinder’s area
With these specs, deceleration is
Its value is takes as µ×g.
Where,
BRAKE FLUID
calculated with
and with most
and pedal forces.
being calculated.
As per rulebook,“The car must be equipped with a
red brake light. The brake light itself has to have a
black background and a rectangular, triangular or
near round shape with a minimum shining surface of
at least 15cm². Each brake light must be clearly
visible from the rear in very bright sunlight”
4.6 SUSPENSION
We have not used suspension in our vehicle.
The reasons being:

It is an On-Road Vehicle

As per the Go-Kart track standards
suspension is not entirely necessary.

Unaccounted increase in weight.

Lowers the speed of vehicle.

The chassis we have used is of low carbon
steel, which is slightly flexible and has
damping properties.
4.7 WHEELS
µ= coefficient of friction between road and tyre
g = gravitational force (9.81)
Selection:
The iterations were carried out on various wheel
sizes as shown below:
ITERATIONS
SL.
NO.
DIA
(in)
ACCELERATION
1
11
7.319
TOP
SPEED
(kmph)
55
2
10
7.612
46.97
3
9
7.971
42.95
Specifications:
Diameter of tyre: 11 Inches (Rear)
10 Inches (Front)
Type of tyre: Dry Tyre (Slicks)
Manufacturer: MRF
As seen from the iterations the optimum acceleration
and speed is obtained by using the tire of diameter
11 inches, which also satisfies the market
availability.
Thus, the tyres selected were of 11 inches diameter
in the rear, dry tyres were chosen for maximum
traction and acceleration.
Also, the front tyres were chosen to be of 10 inches
diameter for enhanced stability and proper load
distribution of the vehicle.
4.8 BODY WORKS
FIGURE 1
FIGURE 3
FIGURE 2
FIGURE 4
=> 310.84N-M
Now for radius of tyre
5. DYNAMIC CALCULATIONS
µsNR = 310.84
5.1 TRANSMISSION
CALCULATION
1.25x250x10xRx0.0254x0.60=310.84
RULE BOOK CONSIDERATION:-
Now for rolling torque
1. The engine should be a four stroke &must not
exceed the limit of 127CC.
µrNR
2. The transmission should be of chain drive only.
=> 7.42N-M
ASSUMPTIONS:
Since we know that
Some imp assumptions are as follows
Fluctuating torque = Static Torque - Rolling Torque
1. µs:- 1.25
=> Fluctuating Torque = 310.84-7.42
2.µr:- 0.03
=> Fluctuating Torque = 303.42N-M
3. Mass of the vehicle: - 250kg
Now,
=> R = 6.5 inches
=> 0.03x250x10x6.5x0.0254x0.60
Torque = Force x Perpendicular distance
CALCULATIONS:
T = mxaxr
Engine preferred is of Bajaj Discover 125ST
303.42= 250xax6.5x0.0254
Max power – 13ps @ 9000 RPM
a = 303.42/250x6.5x0.0254
Max Torque – 10.79N-M@7000RPM
=> a = 7.35m/sec2
Primary reduction – 3.571
Now,
1st gear reduction- 2.833
Speed at 1st gear
2nd gear reduction- 1.823
=> 2520x2π6.5x0.0254x3600/2.833x3.214x60x1000
3rd gear reduction-1.333
=> 17.12 kmph
4th gear reduction-1.086
Speed at 2ndgear
5th gear reduction-0.909
=> 2520x2π6.5x0.0254x3600/1.823x3.214x60x1000
=> 26.62 kmph
Final reduction- 3.214
Speed at 3rd gear
Now
=>2520x2π6.5x0.0254x3600/1.333x3.214x60x1000
TG1 = 9.56x3.571x2.833x3.214
=> 36.59 kmph
Θ= ⁄
Speed at 4th gear
=> 2520x2π6.5x0.0254x3600/1.086x3.214x60x1000
=>45 kmph
Θ=30.55
ϕ= ⁄
ϕ=
Speed at 5th gear
( )
,
( )
.
=> 2520x2π6.5x0.0254x3600/0.909x3.214x60x1000
=> 55kmph
Though the calculations were done at a radius of 6.5
inches, we have opted to use a tyre of radius 5.5
inches due to a diameter of 11 inches being the
standard tyre size available in market.
Also, in a Go-Kart event better acceleration is
preferred over better speed, thus the tyre of radius
5.5 inches provides a better acceleration over that of
6.5 inches. Thus, a tyre of radius 5.5 inches was
finalised.
5.2 STEERING
CALCULATIONS
Wheel Angle Calculation:
In order to meet the minimum turning radius of 2.5m
at the hairpin, the wheels must be able to turn a predetermined angle. This angle was found using the
following formula:
Iterations
S.
No
Wheel
Base
(inches
)
Track
Width
(Inches
)
Turning
Radius
(millime
tres)
Outer
Angle
ϕ
(in ’s)
1
2
3
4
5
6
7
45 .5
45 in
45 in
46 in
46 in
46 in
47 in
36 .4
36 in
36 in
36.8 in
36.8 in
36.8 in
37.6 in
2500
2600
2700
2500
2600
2700
2500
21.31
20.32
19.9
21.49
20.85
20.25
21.84
Inner
Angl
eθ
(in ’s
)
29.55
28.39
27.00
29.89
28.72
27.62
30.55
Where, L= Wheel Base = 47 inches
t= Track Width= 37.6 inches
R= Turning Radius=2.5m
On the basis of the above iterations our final Wheel
base is 47 inches, Track Width 37.6 inches and the
Turning Radius is 2.5 m.
Steering Ratio: =1:1
Steering effort=
61.8*5 =309N
Normal force=m*g
Lateral Force= (
)
Tractive Force= (µNR )
Moment Due To Normal Force= (N*sin
(outer)*scrub*sin(SAI)+N*scrub*cos(outer)*sin(Ca
stor))
Moment Due To Lateral Force= lateral force*castor
trail
Moment Due To Tractive Force= tractive
force*scrub radius}
Net Moment= Sum of all moments above
Force Reaching Knuckle Arm= net moment/
knuckle arm length
Where, µ=0.6, m=100 Kg, v=9.7
1. Normal Force: 980 N
2. Lateral Force: 2688.2 N
3. Tractive Force: 588 N
4. Moment Due to Normal Force: 28.95N-m
5. Moment Due to Lateral Force: 61.83N-m
6. Moment Due to Tractive Force: 21.168Nm
7. Net Moment: 111.948N-m
8. Length Of Knuckle Arm: 3.5 in
9. Force Reaching Knuckle Arm: 391.82 N
CONCLUSIONS
r
=
r
=
r
= 1327.58 N (Newton)
Based on the calculations above the following shall
be the output parameters of the
Steering system
10.
11.
12.
13.
14.
15.
16.
17.
18.
Max Turning Angle: 30.5 °
Turning Radius: 2.5 m
Ackerman Error: 0.1
Camber: -2º
Stub Arm Length: 3.5 in
Steering Axis Inclination (SAI): 5º
Scrub Radius: 0.03m
Steering Wheel Diameter: 10 in
Stub arm angle : 59.6 °
-
Dx
–
Braking force on Axle
FRONT = µ×1170.81 = 0.6 × 1170.81= 702.486 N
REAR = µ×1327.58= 0.6 ×1327.58= 796.54 N
Maximum Braking Torque between Road
and tyre
5.3 BRAKE CALCULATIONS
Front = Radius of tyre ×702.486 = 0.127× 702.486=
89.21 N-m
Weight Transfer
With assumed specification of vehicle, we could
now
calculate
weight
transfer
of
vehicleDynamically.
Rear = Radius of tyre ×796.54= 0.1397× 796.54=
111.27 N-m
6. INNOVATION REPORT
Weight of the Vehicle
(height of C.G. to
ground)
(wheel base)
(C.G. to front tyre
distance)
(C.G. to rear tyre
distance)
250 kg
5.2inches or 0.13208m
45.5 inches or 1.1557m
27.28 inches or 0.693m
18.88 inches or 0.462 m
Reaction weight on front tyre
f
=
+
x
Where,
Dx = de- acceleration = µg = 0.6 × 9.81
For the factor of safety we are taking the weight of
the vehicle is 2500 N
f
=
f
= 1170.81 N (Newton)
PEDAL SHIFTER
Concept:Conventionally, the gear shifter consists of a shifter
rod and link mechanism coupled. The basic gear
shifter works on linkage mechanism. The rod
actuates a couple of linkages that results in changing
of gear. The driver needs to leave the steering wheel
every time to change the gear. During
paniccondition, it is really difficult for a driver to
simultaneously steer as well as change the gears.
To overcome this problem, we have introduced an
innovation named “Pedal Shifter” in which instead
of a shifter rod, a pedal is installed just below the
steering wheel. The pedal is so designed that it is
alink actuated by-wire shifting mechanism.
+
Reaction weight on Rear Tyre
Feasibility:
 It does not provide fatigue to driver
 Not so costly as compared to other gear
shifting mechanism
 Simple and easy to understand
 Easy machinability
 Do not deviate driver’s concentration from
steering.
Go-Kart design was evaluated, created, and
modified in order to obtain the best vehicle design to
achieve its set goals. The main goal was to simplify
the overall design to make it high performance wise,
by choosing and analyzing its components using
Finite Element Analysis. The result obtained by
TEAM Acro-Racerz is a lighter, faster, and more
agile vehicle that improves go kart design.
Cost v/s Utility:
The major advantage in using Pedal Shifter as an
innovation is the cost v/s utility factor in a vehicle.
The cost v/s utility factor shows that how a system
or a component’s cost is suitable for the utility of it.
As we know, in the present scenario, the total cost of
a pedal shifting mechanism is worth rupees 60,000/and above. So, as an innovation we are using pedal
shifter at a much cheaper cost (approx. 600/- rupees)
but are equally applicable in present scenario.
CONCLUSION
REFERENCES
1. Theory of machine by R.S. KHURMI
2. F.O.V.D by THOMAS D GILLESPIE.
3. Strength of Materials by R.S. KHURMI
4. Race Car Vehicle Dynamics by WILLIAM &
DOUGLAS MILLIKEN.
University
Year
Car #
Line Num.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
Acropolis Technical campus
2015
Area of Commodity
Brake System
Brake System
Engine & Drivetrain
Engine & Drivetrain
Frame & Body
Frame & Body
Electrical
35
36
37
38
39
40
Instruments & Wiring
Miscellaneous, Fit & Finish
Miscellaneous, Fit & Finish
Steering System
Total Vehicle Cost
Asm/Prt
#
A001
00002
00003
00004
00005
00006
00007
00008
A0001
A0002
A0003
A0004
A0005
A0006
A0007
A0008
A0009
A0010
A0011
A0012
A0013
A0014
A0015
A0016
A0001
A0002
A0003
A0004
A0005
A0006
A0001
A0002
A0003
A0004
A0005
A0001
A0002
A0001
A0002
A0003
Component
Brake Discs
Keys
Brake Fluid
Brake Line - Flexible
Brake Line - Rigid
Brake Master Cylinder
Proportioning Valve
Calipers
Area Total
Engine
Exhaust Manifold
Muffler
Intake Manifold
k&N
Carburetor / Throttle Body
Engine Mounts
Fuel Tank
Fuel Lines / Rails
Overflow Bottles
Hose Clamps
Chain / Belt
Axles
Sprocket / Pulleys
Shields
Engine Oil
Area Total
Pedals
Shifter
Frame
Floor Pan
Clutch
Cable / Linkage
Area Total
Kill Switch
Fuses
Brake Light
Battery
wirring
Area Total
Seats
Paint - Frame
Area Total
Steering 4 bar mechanism
Tie Rods
Steering Column & Shaft
Description
Aviator Discs
Bosch Dot 4
Purchased
Purchased
Purchased
Purchased
AAA Dual Piston
Unit Cost
INR
INR
INR
INR
INR
INR
INR
INR
420.00
21.00
50.00
147.00
115.00
1,600.00
20.00
1,500.00
Qty
Material Cost
2
2
4
2
1
1
1
2
EN 19
Castrol 4T
Student built
Student built
FRP
Student built
INR 15,000.00
INR
315.00
INR
981.00
INR
70.00
INR 2,000.00
INR 2,000.00
INR
40.00
INR
752.00
INR
50.00
INR
80.00
INR
20.00
INR
400.00
INR 1,740.00
INR 1,000.00
INR
112.00
INR
285.00
INR
INR
INR
INR
1
1
1
1
1
1
4
1
1
1
5
1
1
-
INR
294.00
INR
367.00
INR
50.00
INR 711.00
INR
10.00
INR 115.00
INR 6,542.00
INR 900.00
Ameron
58.00
5.00
250.00
2,000.00
INR
1,225.00
INR
INR
Student built
Student built
INR
INR
INR
350.00
350.00
1,000.00
215.00
244.00
40.00
INR
INR
INR
INR
INR
INR
INR
15.00
30.00
30.00
30.00
15.00
35.00
45.00
INR
15.00
INR
19.00
INR 360.00
INR
INR
INR
69.00
69.00
49.00
INR
50.00
INR 400.00
INR 387.00
INR 125.00
INR 125.00
INR
84.00
INR
50.00
INR
15.00
3
INR 7,567.00
INR
INR
INR
INR
25.00
INR 40.00
- INR 165.00
INR
INR
Tooling Cost
1
200.00
300.00
100.00
Fastener
Cost
INR 100.00
INR
INR
Bajaj Discover 125cc
Student built
Bajaj Discover 125cc
hose pipe
125cc
Bajaj Discover 125cc
Student built
Student built
Bajaj Discover 125cc
Student built
Process
Cost
53838.00
3
2
INR
INR
50.00
35.00
INR 165.00
1
INR
-
INR
35.00
INR
-
INR
-
1
1
1
1
1
INR
INR
35.00
INR
-
INR 35.00
INR 32.00
INR 156.00
INR 68.00
INR
INR
15.00
Total Cost
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
INR
940.00
42.00
200.00
249.00
115.00
1,625.00
20.00
3,040.00
6,231.00
15,000.00
679.00
1,011.00
100.00
2,030.00
2,015.00
195.00
1,164.00
50.00
149.00
100.00
400.00
2,219.00
1,069.00
161.00
285.00
26,627.00
335.00
540.00
6,592.00
915.00
300.00
8,682.00
209.00
10.00
250.00
2,000.00
INR
INR
INR
INR
INR
INR
INR
INR
1,225.00
3,694.00
385.00
350.00
735.00
1,047.00
371.00
312.00
A0004
A0006
41
42
43
44
45
46
Steering System
Wheels & Tires
Wheels & Tires
A0001
A0002
A0003
A0004
Steering Wheel
Steering Rod Ends & Clevis
Area Total
Wheels
Wheel Bearings
Wheel Studs
Rear Hubs
Area Total
Student built
Pos 8
BKT
INR
INR
INR
INR
INR
INR
356.00
412.00
1,000.00
150.00
35.00
415.00
1
1
INR
86.00
INR
-
INR
-
INR 342.00
INR
-
INR
-
INR
INR
INR
15.00
30.00
4
2
4
2
-
INR
Vehicle Total
-
INR
INR
INR
INR
INR
INR
INR
INR
442.00
427.00
2,599.00
4,000.00
300.00
140.00
830.00
5,270.00
53,838.00
Team name:ACRO-RACERZ
Car Number:
Not Defined
Responsibility:
Vehicle owner: ACRO-RACERZ
Vehicle Design: HRITVIK TRIPATHI
Technical Assistant:
Program Manager: KARTHIK SATHYAN
No.
1
2
3
Procedure
Discription
Check the strength of
material by machine
Chasis made up of
SAE-1018
Check the welding
strength of weld by
machine
Welding is done by
MIG Welding Machine
DESIGN VALIDATION PLAN
College Name:ACROPOLIS TECHNICAL
Time period for testing: 1 MONTH
DVP Creator : KARTIK PATEL
Supervisor
Incharge:
Engineer:
Faculty Advisor:
DVP Validation Approver
Project Manager : KARTHIK SATHYAN
Acceptance Criteria
Ultimate tensile
strength,tensile strength,
yield strength
Responsible Person
Test Resource
Start Date
Finish Date
HEMANT
MARMAT
Remarks
After Virtuals
Material Strength
confirm
After Result
Welding Strength
confirm
Pankaj panchal
Choksi laboratry
After Virtuals
Ravi Gujrati
Choksi laboratry
After Result
Load bearing capacity
of chasis in dynamic Deformation less than 3 mm
condition
Hritvik Tripathi
ANSYS Simulation
15-10-2015
17-10-2015
Confirm chasis strength
Testing the cornering
Steering efficiency in Turning radius not more than
3.5m
ability of vehicle on road dynamic condition
Aayush Khurana
Impression left by outer
front tyre measured by
meter tape
21-12-2015
22-12-2015
Confirm efficient
cornering
Rear wheels lock at breaking
The vehicle will be made
Braking efficiency in
with minimum stoping
to run at full throttle and
dynamic condition
distance
brakes will be applied.
Rajat Negi
Impression left by tyres
in straigt line
23-12-2015
26-12-2015
Confirn efficient
breaking
Von misses analysis by
software
Weldability
0
5
6
7
8
9
The vehicle will be made
to run at full throttle on
straight and cornering
Briggs & stratton
engine
Achievement of top speed
and proper acceleration
Burhanuddin Rahi
on the road with the help
of stop watch
03-01-2016
07-01-2016
Confirm acceleration
To make the vehicle
more presentable
Body work made up of
ABS
Vehicle Asthetics & cost
Animesh Vyas
Self Assesment
08-01-2016
10-01-2016
Best asthetics
Kartik Patel
Tilt Test
11-01-2016
14-01-2016
lekage proof
Karthik Sathyan
Weighing machine
15-01-2016
16-01-2016
Vehicle Stability
The vehicle will be
Checked for possible All lubricating parts of
No leakage
lekage in lubricating
vehicle
section
All four will be weighted
Weight distribution of Vehicle stablity with perfect
with four wighing
cg location
vehicle
machine
GANTT CHART
Month
Tasks
Team Registration
Case study
Designing
Calculation
Ansys
PVC Modling
Fabrication of low grade
material chassis
Assembly of low grade
chassis
Test run of low grade
vehicle
Rectification of error (If
any)
Sep-15
Oct-15
Nov-15
Dec-15
Jan-16
Fabrication of main chassis
Assembly of main chassis
Test run of main vehicle
PROVIDE
DAY
WISE PLAN
PLEASEPLEASE
PROVIDE
DAY WISE
PROJECT
PLAN
Days
Tasks
Machine/Equipment/
Tools used
Material Used
Team Member
1
3
1
15
1
1
1
4
1
1
1
2
1
Registration
Team formation
Rulebook study
Technical study
Chasis design
Ansys of chasis
Design of steering
Design of Transmission
Design of brake
Pvc modelling
Correction in chasis
Report formation
Order place for
procurement
Computer
Nil
Rule Book
Nil
Karthik Sathyan
Book
Computer
Computer
Computer
Computer
Computer
Measuring Intrument
Computer
Computer
Nil
Nil
Nil
Creo
Ansys
Creo
Creo
Creo
Pvc
Nil
MS-Office
All
All
Hritvik Tripati
Hritvik Tripati
Kartik Patel
Burhanuddin Rahi,Karthik Sathyan
Rajat Negi
All
Hritvik tripati
pankaj,ravi,burhan,karthik,hritvik
Nil
Market
Purchasing Department
Nil
Purchasing Department
5
Procurement completion
3
Fabrication of low grade
chasis
Welding & bending
machine,measuring
instrument,machine tools
Mild Steel,welding rod
,gas
All
1
Steering assembly
Welding & measuring
instrument,machine tool
Ms plate,rod end
joint,steering
wheel,column,Nut & Bolt
Manufacturing Department
2
Transmission assembly
welding machine,machine Engine,gear box,axle,chain
tools,Measuring
drive,spocket,wheels,hub,
Instrument
electric Parts,Nut & Bolt
Manuacturing department
1
Brakes assembly
welding machine,machine
Disc,calliper,fluid line,Nut
tools,Measuring
& bolt
Instrument
Manufacturing Department
5
First run of low grade
chasis and testing
Nil
Nil
Drivers
3
Fabrication of main cahsis
Welding & bending
machine,measuring
instrument,machine tools
AISI1018,welding rod
,gas,Nut & Bolt
Manufacturing Department
1
Steering assembly
Welding & measuring
instrument,machine tool
Ms plate,rod end
joint,steering
wheel,column,Nut & Bolt
Manufacturing Department
2
Transmission assembly
welding machine,machine Engine,gear box,axle,chain
tools,Measuring
drive,spocket,wheels,hub,
Instrument
electric Parts,Nut & Bolt
Manufacturing Department
1
Brakes assembly
welding machine,machine
Disc,calliper,fluid line,Nut
tools,Measuring
& bolt
Instrument
Manufacturing Department
1
Saftey equipments &
driving seat ,electrical
assembly
5
2
1
3
First run of main vehicle
and testing
Dissaembly of vehile for
painting
Body works assembly
Vehicle stability and
performance test(like CG
location test ,Tilt
tes,wheels alighnment)
Exams
Testing
Main event
Welding Machine &
Machine tools,Measuring
Instrument
All
Seat,Electrical
harness,mounting plate
Drivers
Painting Colour
Manufacturing Department
ABS
Manufacturing Department
Nil
Nil
Ravi,Burhan,Pankaj
Nil
On Track
Nil
Nil
Nil
Nil
Drivers
vehicle with team
On Track
Spanner & Painting
Compresure
Machine tools