BME 4910 Final Report

The S-90 Go-Kart
Final Report

By
James Paolino, Alexander Jadczak, Eric Leknes, and Tarek Tantawy
Sean Stenglein. NSF Projects.
Ashford, CT. 860-429-105

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Table of Contents
1 Introduction 2
1.1 Background 2
1.2 Purpose of the project 2
1.3 Previous Work Done by Others 3
1.3.1 Products 3
1.3.2 Patent Search Results 3
1.4 Map for the rest of the report 4
2 Project Design 4
2.1 Optimal Design 11
2.1.1 Objective 11
2.1.2 Subunits 13
2.2 Prototype 37
3 Realistic Constraints 47
4 Safety Issues 49
5 Impact of Engineering Solutions 50
6 Life-Long Learning 51
7 Budget and Timeline 52
7.1 Budget 53
7.2 Timeline 54
8 Team Members Contributions to the Project 56
9 Conclusion 57
10 References 57
11 Acknowledgements 58
12 Appendix 58
12.1 Updated Specifications 58
12.2 Purchase Requisitions 58
12.3 Stress Analysis 67
A Gear Stress Analysis 67
B Roll Bar Stress Analysis 76
C Rear Suspension Bar Stress Analysis 85
D Front Bumper Stress Analysis 94
E Front Suspension Arm Top Stress Analysis 103
F Front Spindle Stress Analysis 112
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1. Introduction

This project is to design and build a go-kart for a client with severe cerebral palsy. The client has almost
no reliable motor control of his body or limbs, ruling out the possibility of him driving traditionally
designed go-karts. The idea behind this project is to take the control that he does have and give him the
experience of a real go-kart. To do this a go-kart will be built from the ground up to meet his
specifications. It will have three different modes of control: remote control, joystick control, and
steering wheel with pedals control. This will allow the client to use the vehicle on day one, and progress
to having more and more control of the go-kart with practice.
The go-kart will be extremely safe, with software and hardware systems that shut down and stop the
vehicle, at the push of a head switch, or if something goes wrong. The vehicle is designed with the
clients condition in mind and will ensure that his body is positioned correctly for maximum motor
control. Since this would be an awkward position for a normal driver the vehicle will also be adjustable
to allow for a wide range of people to be able to drive it. This go-kart will be built from the ground up to
meet the clients needs, and it will be safer, more versatile and more fun than anything else on the
1.1 Background

This project is intended to design and create a go-kart for a child with severe cerebral palsy. The client is
a ten year old male who is very smart and enjoys all things related to motor vehicles and driving. His
condition makes it nearly impossible for him to operate a typical go-kart, however. The client has no
reliable use of his arms or legs at this time. He has been working to develop enough motor control in his
arms to allow him to use a power wheelchair with joystick control. The client can use a head switch with
great reliability and this is an important factor in the design of this go-kart.
In addition to a lack of reliable motor control the client also needs to be positioned correctly both for
comfort, and to optimize the motor control he does possess. He needs to be secured tightly in his seat at
the waist. This is to ensure that his waist is constantly at a 90 angle, which helps his movement. The
controls must also be setup in such a way that the clients thumbs are pointing upwards. This is both to
help train his muscles to maintain that position and for comfort.
1.2 Purpose of the Project

The overall purpose of this project is to provide the client with a go-kart that will allow him to
experience the thrill of driving just like a person without cerebral palsy can. This go-kart is intended to
be a much needed outlet for fun and stress relief in the life of the client. The clients condition does not
allow him to control a go-kart in the tradition sense, so other methods of control must be developed. To
allow for the clients continued development of motor functionality three progressive methods of
control will be implemented. The go-kart will also meet all of the positioning and restraint requirements
to allow the client the most safe and comfortable ride possible. The most important part of this go-kart
is to maximize the clients safety and fun while using it.
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1.3 Previous Work Done by Others
1.3.1 Products

There are examples of other projects and products that have attempted to accomplish similar goals to
this project. There have been two teams at the University of Connecticut who have developed go-karts
for clients with cerebral palsy. In both cases, 2001 and 2008, the project was designated the title E-
Racer. In both cases the client had limited mobility, but the relatively efficient use of one hand. The 2001
team modified a go-kart to allow it to be driven with a joystick control. The 2008 team designed their
go-kart so it could still be driven with a joystick as well. Both projects created a product costing roughly
$2500.
An NSF project in 1994 called the Recreational Electra-Scooter was completed at the State University of
New York-Buffalo. This device essentially consisted of a platform on wheels that a wheelchair could be
secured to. The platform could be programmed to move in either a straight line of in a preset circle. This
left the driver with very little responsibility for actual driving, and allowed them to just enjoy the ride.
The wheelchair was secured to the platform of the Electa-Scooter in a similar manner to how
wheelchairs are secured on public buses. The cost of materials for the Electra-Scooter was $870.
A number of other colleges and universities have attempted projects similar to the E-Racer projects
done by University of Connecticut senior design teams. In most cases the go-karts were controlled using
a joystick system, and most were electric. These products rely on embedded software to interpret input
from electrical control systems to drive and steer the go-karts. These projects typically range in price
from $1000-$3000.
A number of commercially available go-karts are manufactured by Mobility4Kids, which are designed to
allow people with disabilities to drive. The controls for these go-karts allow people with loss of lower
extremity control and other severe disabilities to control them by the use of a joystick or switch controls.
The go-karts are electric powered with electric brakes and are mostly intended for on road or light off
road use. The maximum speed of these products is 7 mph. The go-karts are also available equipped with
a steering wheel. Mobility4Kids markets go-karts for a variety of different applications, and they range in
price from $5300-$6900.
1.3.2 Patent Research Results

One patent applies to the control systems of a go-kart for people with disabilities. A device called the
Handi-Driver was designed by Keith Alan Roberts in 2002. It incorporates the three essential controls of
driving; throttle, brake, and steering, into a single steering column. The purpose of this design is to allow
people with the use of only one hand to drive a vehicle. The Handi-Driver uses a motorcycle-style grip
throttle along with steering and braking levers for control on the steering column. It also incorporates a
kill switch so the user can shut down the vehicle if control is lost for any reason.
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1.4 Map for the rest of the report

The remainder of this report will consist of a detailed look at the design of the go-kart, including three
preliminary designs as well as the finalized optimal design. The optimal design will provide a detailed
look at each of the subunits required for the assembly of the go-kart. The components of the optimal
design will be analyzed to provide proof that the designed subunits will function properly. The realistic
constraints of the designed go-kart will be discussed briefly. How the optimal design addresses various
safety issues will be discussed and based upon the optimal design the impact of the engineering
solutions will be touched upon. Any new material learned or techniques acquired in the design of the
prototype will be listed as well.
Next a budget and timeline for the completion of the prototype will be outlined. Tasks will be assigned
to team members, and their contributions to the project will be listed.
The appendix of this report will include information on the purchase requisitions and the stress analysis
of the components of the go-kart.
2. Project Design

The project design consists of the three alternative designs as well as a detailed look at the optimal
design. The reasons for choosing the optimal design over the alternative designs based upon the design
specifications and realistic constraints will be explained. The optimal design will include information on
the objective of the project and a detailed description of each subunit will also be included. Figures
created in Solidworks as well as pictures of subunits will be included to give a more detailed report of
the optimal design. Analysis of the subunits will be included in the description of the subunits and stress
analysis will be included in the appendix of the report.

Alternative Design One

Design 1 is based around an elongated front chassis with a fully enclosed roll cage. Electrical systems are
used to control steering, braking, throttle, and forward/reverse selection. The control software is
LabView based, and commercial electric motor switching systems will be purchased. A racing seat will be
modified to accommodate the clients needs.

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Figure 1: Design 1
This design implements a complete roll cage into the chassis of the vehicle. It has an extended overall
length to allow for parts to be placed on the rear chassis. This extended design also allows for and a lot
of adjustment for the seat in the front chassis. Overall this design is very rigid and very safe, but is also
more top-heavy as a consequence and perhaps too difficult to get our client in and out of. This design
implements independent front suspension and semi-independent rear suspension, using the roll cage as
a pivot point for the rear suspension. This design uses its stiff roll cage as a front bumper.
The electrical systems for the go-kart include: the remote control system, the joystick, and the steering
wheel and pedals. Also included are the controlled components. This encompasses the steering motor
and its non-software controls, the motor for controlling the throttle, the motor for switching between
forward and reverse, and the motor for applying the brake. In addition the power supplies and various
buttons are also electrical components for this vehicle.
The main software control will be based on the National Instruments LabView platform. LabView will
run off of a laptop computer on the go-kart. Input signals from the selected method of control and other
sensors will be processed by the LabView program, and the proper outputs will be modified. This
approach requires a National Instruments data acquisition system to be on board as well. The LabView
program would be designed with two main loops, one for normal operation routines and another to
send the go-kart into emergency shutdown.
Both the steering motor and the braking motor require control systems that can turn them both forward
and reverse directions. To effectively accomplish this, the go-kart will make use of a motor speed
controller for the steering motor, and a commercially available h-bridge for the braking motor. The
speed controller takes a PWM input from the microcontroller, which, for the purposes of this design,
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designates forward or reverse directions. It is capable of switching up to 160A continuous current, and
should not be taxed to that extent in this application.
The commercially available h-bridge is a simpler version of the speed controller for the steering motor. It
takes a PWM signal from the microcontroller to switch the braking motor between forward and reverse.
This application does not require as robust a circuit due to lower current draws, and this h-bridge is only
rated at 25A continuous current.
Five switches shall be used in order to perform the following operations: Igniting the engine, selecting
forward and reverse on the gearbox, engaging the speed limiter, selecting the method of control, and
finally a kill switch to halt the engine and stop the go-kart. The kill switch will be a head switch,
mounted on the seat of the vehicle. The remaining switches will be mounted on a frame along with the
gauges.
The steering wheel will be mounted on a telescoping shaft protruding through the dashboard, allowing
for adjusting the distance. Turning the steering wheel will adjust a variable resistor and will be read by
software to determine the position of the steering wheel. The joystick will be mounted on the
dashboard of the go-kart.
Magnets will be placed on the rear axle and read by software for determination of the go-karts speed.
A gauge on the dashboard will indicate to the speed of the go-kart.
A high-quality racing seat is available for free by donation. This seat can be altered in order to
accommodate for the needs of Sean. Ideally, Seans hip would be at an angle slightly greater than 90
degrees. This gives him extra control over his extremities. The racing seat can be modified in order to
put Sean at this desired angle. Also, the seat can be altered in order to keep his back straight. The seat
has a five-point safety harness. This allows for maximum safety. The seat needs to be attached to the
seat plate. The disadvantage to this would be the need to buy materials for the seat.
This design meets all specifications from the project proposal, and should provide the client with the
safe enjoyment he desires.
Alternative Design Two

Design 2 is based around a shortened front chassis that has an open roll cage with side supports.
Electrical systems are used to control steering, braking, throttle, and forward/reverse selection. The
control software is embedded C based, and electric motor switching systems will be designed. A
specially designed seat will be modified to accommodate the clients needs.

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Figure 2: Design 2
This design implements a single roll bar into the chassis design. This will make it easier for our client to
get in and out of the vehicle. The overall length of this design is short, with an extended rear chassis for
parts storage and a dramatically shortened front chassis. While this front chassis is much shorter than
design 1, it should still be long enough for our client to comfortably sit with legs extended. This design
implements independent front suspension and semi-independent rear suspension, using the roll bar as a
pivot point for the rear suspension. This design uses an independent front bumper to protect the
vehicles delicate steering system and linkage.
The main software control will come from a Microchip PIC microcontroller that is programmed using
embedded C code. The software is responsible for taking the various input signals from the selected
method of control, processing the data, and outputting the proper signals based on those inputs.
Two main loops will be present in the software code at all times. The first main loop is the primary main
loop which controls inputs and outputs during normal circumstances. The other main loop is the
emergency main loop which is engaged by the activation of a kill switch. Each main loop will contain
other loops and functions required to carry out all of the necessary tasks for operation of the go-kart.
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and reverse directions. To accomplish this, custom h-bridges are going to be designed and built. The
basic concept of an h-bridge is to provide a way to switch current flow between the positive and
negative leads of the motor, based on a relatively small electrical signal from the microcontroller. The h-
bridge design would use solid-state switching elements to route current between the two legs of the
bridge as selected. A challenge for a custom h-bridge is to ensure that all of the components can stand
up to the levels of current that they are required to switch.
mounted on the seat of the vehicle. The remaining switches will be mounted on a dashboard along with
the gauges for both speed and fuel. Magnets will be placed on the rear axle and read by software for
determination of the go-karts speed.
The steering wheel will be mounted on a ball joint attached to a telescoping shaft protruding through
the dashboard allowing for adjusting the distance and angle of the steering wheel much like that seen in
a car. Turning the steering wheel will adjust a variable resistor and will be read by software to
determine the position of the steering wheel. The joystick will be mounted on the dashboard of the go-
kart.
A possible seating option would be to buy a new seat for Sean. There are seats available for sale that
would allow Sean to be positioned in a manner that comforts him and allows for extra control of his
extremities. If a seat is purchased, it can be permanently mounted onto the seat plate. Seats can be
found with safety harnesses already attached. This would safely strap-in Sean. The disadvantage with
this would be the heavy cost of a new seat.
Alternative Design Three

Design 3 is based around a longer front chassis and shorter rear chassis with an open roll cage and no
side supports. Electrical systems are used to control steering, braking, throttle, and forward/reverse
selection. The control software is embedded C based, and electric motor switching systems will be
designed. A specially designed seat will be modified to accommodate the clients needs.

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Figure 3: Design 3 (full)

This design implements a single roll bar mounted to the chassis so the client can get in and out easily.
This design has a shortened rear chassis that is just big enough for the engine, drive train, brake, and
battery. The front chassis is extended 8 inches longer than design 2s. The supports for the roll bar are
mounted off to the side, allowing plenty of room for seat clearance on the sides and providing room for
electrical components. This design has the lowest center of gravity of the three designs. This design
implements independent front suspension and semi-independent rear suspension, using the roll bar as a
pivot point for the rear suspension. Due to the shortened rear chassis, this design will have a slightly
stiffer rear suspension. This design uses an independent front bumper to protect the vehicles delicate
steering system and linkage. This next picture better shows the front suspension system that will be
common to all three designs.
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Figure 4: Design 1-3 (front suspension linkage)

The main software control will come from a Microchip PIC microcontroller that is programmed using
embedded C code. The software is responsible for taking the various input signals from the selected
method of control, processing the data, and outputting the proper signals based on those inputs.
Two main loops will be present in the software code at all times. The first main loop is the primary main
loop which controls inputs and outputs during normal circumstances. The other main loop is the
emergency main loop which is engaged by the activation of a kill switch. Each main loop will contain
other loops and functions required to carry out all of the necessary tasks for operation of the go-kart.
and reverse directions. To effectively accomplish this, the go-kart will make use of a motor speed
controller for the steering motor, and a commercially available h-bridge for the braking motor. The
speed controller takes a PWM input from the microcontroller, which, for the purposes of this design,
designates forward or reverse directions. It is capable of switching up to 160A continuous current, and
should not be taxed to that extent in this application. The commercially available h-bridge is a simpler
version of the speed controller for the steering motor. It takes a PWM signal from the microcontroller to
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switch the braking motor between forward and reverse. This application does not require as robust a
circuit due to lower current draws, and this h-bridge is only rated at 25A continuous current.
mounted on the seat of the vehicle. The remaining switches will be mounted on the dashboard of the
vehicle. No gauges will be implemented in this design.
The steering wheel will be mounted on the chassis of the go-kart on a telescoping allowing for adjusting
the distance. Turning the steering wheel will adjust a variable resistor and will be read by software to
determine the position of the steering wheel. Springs will be used to return the steering wheel to a
centered position when no other forces are applied to it. The joystick will be attached to a telescoping
pole attached to seat of the go-kart.
Magnets will be placed on a front wheel hub and read by a transducer mounted on the steering linkage
that is tangent to the hub. Software will be used for determination of the go-karts speed.
Sean has a seat that the family uses when he is in the car. He is very comfortable with this seat. The seat
makes him sit at the angle that he prefers. This angle gives him extra control over his extremities. The
seat also has a mounting bracket attached to its bottom. A possible seating solution would be to design
and build a coupling mounting bracket on the go-karts seat plate. The chair also has seat belts built onto
it, so Sean will be safely strapped-in while driving the go-kart. This would allow Seans family to utilize
their own seat for the go-kart and whatever uses they may use it for. Also, the cost of making a coupling
seat bracket would be small and insignificant.
2.1 Optimal Design
2.1.1 Objective

This project is intended to design and create a go-kart for a child with severe cerebral palsy. The client is
a ten year old male who is very smart and enjoys all things related to motor vehicles and driving. His
condition makes it nearly impossible for him to operate a typical go-kart, however. The client has no
reliable use of his arms or legs at this time. He has been working to develop enough motor control in his
arms to allow him to use a power wheelchair with joystick control. The client can use a head switch with
great reliability and this is an important factor in the design of this go-kart.
In addition to a lack of reliable motor control the client also needs to be positioned correctly both for
comfort, and to optimize the motor control he does possess. He needs to be secured tightly in his seat at
the waist. This is to ensure that his waist is constantly at a 90 angle, which helps his movement. The
controls must also be setup in such a way that the clients thumbs are pointing upwards. This is both to
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help train his muscles to maintain that position and for comfort. The most important part of this go-kart
is to maximize the clients safety and fun while using it.
The go-kart for this project will be built from the ground up to maximize the efficient use of space, and
to ensure that the needs of the client are met. The frame will consist of a steel open roll cage design
with independent front suspension and semi-independent rear suspension. A 10 horsepower gas motor
will provide power for the drive, and also run a 7 amp alternator. A gas motor will be used both to
provide adequate power, and for the sounds and attitude it brings to the vehicle. To accommodate the
clients lack of physical ability all of the systems on the go-kart will be actuated using electric motors.
The electric motors will interface to the mechanical systems to control them without the operator
having to apply force directly. This will allow the client to control the go-kart with minimal physical
input.
The power for all of the electrical components essential to the go-kart will come from a deep cycle car
battery. This battery will in turn be charged by the alternator to ensure that there is always electrical
power being supplied to the system. The battery will supply the electric motors and the electronic
control components. These control components are necessary to take small make use of the users
inputs to the system and translate them into something that can actually drive the go-kart.
Three possible methods of control will be available on a user-selectable basis. The main method of
control will be a joystick that controls steering, throttle, and braking using a two axis system. This
method is similar to the way the clients power wheelchair is controlled, and with practice the hope is
that the client will be able to learn this system of control. To allow the client to use the go-kart
immediately the second control system is based on remote control. A radio controller designed for
model aircraft will be controlled by a guardian with similar controls to the joystick. A radio receiver on
the go-kart will take the transmitted signal and feed it to the microprocessor. The final method of
control will be a steering wheel and pedals that will allow the vehicle to be operated like a normal car or
go-kart. These inputs will be connected to the microprocessor instead of mechanically attached. By
running all of the control systems through the same microprocessor system switching between the
methods of control is simplified. This method also isolates each system from the motors, ensuring that
only one control method can be in use at any given time.
In addition to the custom control methods this go-kart will have a number of other features tailored
directly to meet the clients needs. The seat is the most important of these features. The Tumble Forms
2 Carrie seating system is designed to keep the client bent 90 at the waist at all times. This is essential
for allowing the client to maximize his limited movement while driving the go-kart. The Carrie seat is
expensive, so a mount will be made to allow the clients current Carrie seat to easily attached and
removed from the go-kart. This will allow the client to have the proper seating arrangements without
breaking the budget of the project.
The clients most reliable form of physical control is his use of a head switch. For safety reasons, a head
switch will be used as a kill switch for the go-kart. This safety feature will allow the client to stop the go-
kart at any time he feels unsafe or out of control. It is also important for the clients thumbs to be
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pointed upwards while he is performing most activities. The meet this specification Velcro on the
steering wheel and the joystick will be coupled with special gloves for the client to wear. The Velcro will
hold the clients hands in the correct position regardless of the selected control method.
2.1.2 Subunits

The complete go-kart described above is made up of a number of smaller systems that come together to
make everything work. Each of these subunits has to be carefully designed so that it not only
accomplishes its task, but also integrates into the larger system. The following section details the design
of each of these subunits, and describes where they fit in the complete design.

Software Control Architecture

The go-kart will rely heavily on software control to allow it to function with minimal physical inputs from
the operator. Embedded software takes away the need for complex analog circuits that would otherwise
make up a control system like this. The software for the go-kart has two main purposes: to provide
control over all of the systems necessary to operate the go-kart, and to recognize when the go-kart is
not functioning properly and to shut it down safely. To accomplish these two tasks the software will be
comprised of two infinite loops. The primary loop will service all of the normal routines that must be
controlled, and check to make sure everything is operating properly. The emergency loop will be
activated by the primary loop and will function to safely shut down the go-kart and keep it shut down.
The basics of the overall software design are discussed in this section, each major component is
discussed in detail in its corresponding section.
Microcontroller Hardware

The hardware that will be responsible for running the software routines is the Microchip PIC16F877. This
is a 40-pin version of Microchips mid-level 8-bit microcontroller. This microcontroller is ideal because it
combines versatility with simplicity. The PIC16F877 has a number of peripherals and modules embedded
in its design that can be easily accessed and put to use through relatively simple coding. The PIC includes
an on-board analog to digital (A/D) converter, two pulse width modulation modules, and a number of
other useful features. The 40 pins combine to have 35 input/output ports, 8 of which can take an analog
input and route it through the A/D converter. Due to the constraints of only two PWM modules,
however, the go-kart will make use of two PICs running in parallel to one another.
Programming Language

The PIC16 series microcontrollers are designed to operate based on a 35 function instruction set. Each
instruction corresponds to one or two machine cycles of the microcontroller. Programming language
that makes use of only instruction set commands called assembly language. Assembly is efficient to run,
but tedious to write. For this application embedded C code will be used for writing microcontroller
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software. Embedded C essentially takes the C code programming language and converts it into the
equivalent assembly instruction set. This set is then loaded onto the chip and run continuously. C code is
more intuitive to use than assembly and there are fewer chances of major software errors that could
otherwise prove to be dangerous.
Steering

Steering Mechanics

The steering system of the vehicle is designed to be able to withstand the large forces generated from
the steering gearmotor. The gearmotor itself will be mounted to a plate that is attached to the front
suspension supports. The gearmotor will have a 2:1 increase in gear ratio so that it will drive the rack
and pinion at 180rpm. The gear on the gearmotor output will be a 48tooth spur gear, part number
6325K21 from mcmastercarr.com and the gear on the rack and pinion will be a 24 tooth spur gear, part
number 6325K16 from mcmastercarr.com. The assembly will go together as shown in Fig. 5.
The ends of the rack and pinion are equipped with 3/8 tie-rod ends with grease fittings and ball joints.
To connect to these, more 3/8 tie rod ends (High-Strength Ball Joint Rod End 3/8-24 Rh Female Shank,
5100 Pound Load Capacity with part number 4444T211 from mcmastercarr.com will be attached on
either end of 10.25 long 3/8 diameter tie rods. The configuration can be seen in Fig. 6.

Figure 5: Steering Assembly
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Figure 6: Tie Rods
The tie rod ends will then connect to the front wheel spindles via the extended lever arms with 3/8
holes as shown above.
The steering wheel assembly will be made to be adjustable in terms of height and depth. The depth
adjustment will be set by a knob put into a tapped hole in a 7/8 OD, 5/8 ID sheath. A 5/8 rod going
through two sets of bearings will be inserted into the sheath on one end and left loose so that the knob
pressure can lock it in position while another 5/8 piece of rod that is attached to the steering wheel
mount will be inserted into the other end of the sheath. The piece of rod going through the bearings will
have its end lathed down to for a length of about 1.5 so that a timing pulley can be placed on the
end of it. Another timing pulley will be fixed to a shaft of a potentiometer and will be mounted to the
extended plate that the bearings are mounted to. The area between the bearings will house an
assembly consisting of two springs on either side of the steering column, a section of metal cable that
has been wrapped around the steering column, and a tack of weld holding the center of the metal cable
to the column. The purpose of this apparatus is to center the wheel automatically to give the driver a
sense of natural wheel return as well as automatically calibrating the steering wheel to the forward
position on startup. The general setup is shown in Fig. 7.
The steering assembly will be able to tilt up and down based on the pivot/mounting point at the base of
the assembly, and a pin that will slide through the metal tube mounted under the plate shown. The pin
will go through two support arms not shown that will be mounted to the front suspension support bar at
simple pivot points. The adjustment will be incremental, as there will be set holes drilled in the support
arms that the pin can go through to lock the height of the steering assembly.

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Steering Control

The steering control is one of the most important subsystems on the entire vehicle, and it is also
one of the most novel. In order for the steering on this go-kart to be useful to the client it has to be able
to move the wheels in a way comparable to how a fully capable person with a steering wheel can. A
number of components go into this system which allows it to accomplish this task. The components of
the steering control are: the rack and pinion with linkage, a Dayton 1L469 gearmotor, an LWG position
transducer, an IFI Thor 883 speed controller, software controls, and the input control. Each of these
components will be described in detail below.
Dayton 1L469 Gearmotor

The Dayton model number 1L469 gear motor will be used as the steering motor in the go-kart.
The motor is geared in such a way to produce 50 inch pounds of torque and rotate at 90 RPM. The
operating voltage of the motor is 12 volts with a full load current of 9.0amps. The 12 volt input for the
motor is ideal for this particular situation as it is the same voltage as the battery. An IFI Thor 883 speed
controller will be supplying the gearmotor with the forward and reverse currents allowing the motor to
turn clockwise or counterclockwise as needed. The gear motor will only be drawing power when the
wheels need to be turned and not when the go-kart is maintaining a particular wheel position, thus the
7 amp alternator will be able to recharge the battery. A gear on the shaft of the motor will interface
with the gear on the rack and pinion for the steering of the go-kart. A linear position encoder will give
feed back to the logic unit, determining the position of the wheels, and in turn determining whether or
not the gearmotor needs to be activated and rotated. Rotating at 90 RPM will move the rack and pinion
back and forth from one extreme to the other in a short period of time, allowing for good control over
Figure 7: Steering Wheel Assembly

the direction of the go-kart. For the gear ratios selected, it will take one second for the gearmotor to
cause the rack and pinion to travel from one extreme to the other. The gear motor will be bolted to a
mounting plate which will in turn be welded to the chassis of the go

Position Transducer

The rack and pinion is not mechanically connected to any of the user interfaces for the steering control
system. For this reason it is important that there is another way of tracking the position of the rack and
pinion, and ultimately the wheels themselves
transducer as shown in Fig. 9. This transducer has potentiometric properties based on the position of
the shaft in its sleeve. The theory behind this mode of operation is that as the shaft moves it cha
the internal resistance of the device. By applying a reference voltage to the device a voltage divider is
created. The output voltage of the device then becomes dependent on the position of the shaft, and the
corresponding resistance.
The LWG position transducer will be attached parallel to the rack and pinion. As the gearmotor moves
the rack and pinion the linear motion will also be transferred to the position transducer. With this setup
the output voltage of the position transducer becomes a measure of absolute position of the rack and
Figure 9:
kart. For the gear ratios selected, it will take one second for the gearmotor to
el from one extreme to the other. The gear motor will be bolted to a
mounting plate which will in turn be welded to the chassis of the go-kart.
pinion, and ultimately the wheels themselves. This is done using a NovoTechnik LWG Series position
. This transducer has potentiometric properties based on the position of
the shaft in its sleeve. The theory behind this mode of operation is that as the shaft moves it cha
voltage of the position transducer becomes a measure of absolute position of the rack and
Figure 8: Dayton Gearmotor
Figure 9: NovoTechnik Linear Position Transducer
17
kart. For the gear ratios selected, it will take one second for the gearmotor to
el from one extreme to the other. The gear motor will be bolted to a
. This is done using a NovoTechnik LWG Series position
. This transducer has potentiometric properties based on the position of
the shaft in its sleeve. The theory behind this mode of operation is that as the shaft moves it changes
voltage of the position transducer becomes a measure of absolute position of the rack and
18

pinion and ultimately a measure of exactly which way the wheels are turned. This output voltage is
connected directly to one of the input ports of the microcontroller for processing.

Control Methods

The three selectable methods of control are the main user interfaces for the go-kart. Each of them is
designed to carry out the same function, but the reason for each method is unique. The joystick is
intended to be the primary mode of control for the go-kart. It will likely take a lot of practice for the
client to learn how to use, but it provides him with total control of the vehicle for himself. The radio
control method is designed to allow the client to use the go-kart right away. His parents will be able to
grasp the controls quickly, and this method requires little to no input from the client himself. The
steering wheel with pedals method of control is there for two reasons. There is a hope the someday the
client will be able to master his condition well enough to drive normally. It is also there to allow other
operators a chance to drive the go-kart normally.
Joystick

The joystick control is considered the primary control because it is the most direct form. Many of the
elements of this control system are used in the other two systems also. The joystick is a P-Q Controls
Inc., M215-28, which has two axes of motion and a rocker switch at the top. The rocker switch will not
be used on the go-kart. When the rocker switch goes unused the joystick has four useful leads. Two
correspond to the positive and negative supply voltages, and the other two correspond to the x and y
axes of control. The M215-28 works like two potentiometers. Each axis outputs a voltage based on the
position of the joystick handle. These values are taken separately on the two distinct output leads. Full
positive deflection causes an output of 80% of the supply voltage and full negative deflection outputs
20% of the supply voltage. When the handle is resting in the middle both outputs present 50% of the
supply voltage. These output voltages are connected directly to an input port of the microcontroller for
processing.
The M215-28 joystick will be used to control the steering, throttle, and braking when the go-kart is in
joystick control mode. The x-axis will control the steering, and the y-axis will control both the throttle
and the brakes. The direction of the wheels will follow the position of the joystick on the x-axis, and the
entire axis will be used for this mode of control. The y-axis will control throttle and braking by splitting
the axis down the middle. As the joystick handle is pushed forward up the y-axis the throttle will be
progressively opened. Likewise, as the handle is pulled back down the y-axis the brake will be
incrementally engaged. When the handle rests in the middle of the y-axis the engine will idle with the
brake disengaged.

Radio Control
The radio control is the most complex method of control from an
control will be implemented using a Futaba Skysport 4YF controlled coupled with a Futaba FP
receiver. This controller-receiver combination is designed for use with model airplanes and offers a 650
foot range. The controller makes use of two twin axis joysticks for control. Each axis on the controller
outputs to a different channel on the receiver, giving four possible outputs that can be used for
controlling the go-kart.
The signal that is output from the receiver i
designed to directly drive the small servo motors in model airplanes. The pulse width is changed based
on the position of the joystick axis on the controller. While PWM is a convenient signal for
servo motor directly, it is difficult to make use of as a microcontroller input. To make use of the signal
coming from the receiver the PWM must be converted into an analog voltage before being routed to the
microcontroller.
The easiest way to make this digital to analog conversion is to use a simple RC circuit to smooth the
pulses and give an average DC value. The smoothing effect of the capacitor in the RC circuit creates an
averaging effect on the pulses, and creates an analog output proport
As the duty cycle increases the DC voltage increases giving a controllable analog signal that can be taken
by the microcontroller. Once the analog signal arrives at the microcontroller it can be processed in the
same manner as the joystick voltage signal. Fig. 7 above shows the effectiveness of this method. The
Figure 10: M215-28 Joystick
The radio control is the most complex method of control from an electronics standpoint. The radio
control will be implemented using a Futaba Skysport 4YF controlled coupled with a Futaba FP
receiver combination is designed for use with model airplanes and offers a 650
ontroller makes use of two twin axis joysticks for control. Each axis on the controller
The signal that is output from the receiver is in the form of pulse width modulation (PWM); because it is
on the position of the joystick axis on the controller. While PWM is a convenient signal for
make this digital to analog conversion is to use a simple RC circuit to smooth the
averaging effect on the pulses, and creates an analog output proportional to the duty cycle of the PWM.
ner as the joystick voltage signal. Fig. 7 above shows the effectiveness of this method. The
19
electronics standpoint. The radio
control will be implemented using a Futaba Skysport 4YF controlled coupled with a Futaba FP-R127DF
receiver combination is designed for use with model airplanes and offers a 650
ontroller makes use of two twin axis joysticks for control. Each axis on the controller
s in the form of pulse width modulation (PWM); because it is
on the position of the joystick axis on the controller. While PWM is a convenient signal form to drive a
make this digital to analog conversion is to use a simple RC circuit to smooth the
ional to the duty cycle of the PWM.
ner as the joystick voltage signal. Fig. 7 above shows the effectiveness of this method. The
20

circuit in the diagram was run using a 2.5% duty cycle and a 7.5% duty cycle. There is clear change in the
output voltage that can be used for A/D conversion.
Steering Wheel and Pedals

The steering wheel with pedals is the third mode of control for the go-kart. It works off of nearly
identical principles as the joystick. The steering wheel will be mechanically attached to a potentiometer
via a belt. The turning of the wheel will subsequently turn the potentiometer and change the output
voltage with respect to the supply. This voltage will then be sent directly to the microcontroller. A spring
mechanism will center the steering wheel when no force is being applied to it. This is intended to give
the operator the feel of a normal vehicle where the wheels work to right themselves automatically.
The pedals will work in the same way as the steering wheel, except they will be directly linked to
potentiometers. There will be separate potentiometers to control the throttle and braking, as they will
take inputs from two separate pedals. Both signals from the potentiometers will be connected directly
to inputs on the microcontroller. Each of the pedals will also be attached to a spring to bring them back
Figure 11: RC Smoothing Circuit Diagram and Results
21

to their original position. This is important to ensure that neither pedal remains in the active position
when the operator does not intend for them to be there.
Steering Software Control

The software control for steering is responsible for taking information from two main inputs and using
the gathered information to update a single output. The inputs for the steering control come from the
LGW position transducer and the steering output from the selected control method. Both of these
inputs are of the same form when they arrive as signals at the microcontroller. They are both analog DC
voltages, and their magnitude is based on the mechanical positions at their respective origins. Each
signal must go through an analog to digital conversion (ADC) process in within the microcontroller to be
useful for digital analysis. The ADC process is carried out by a routine in the software that utilizes a 10-
bit converter that is on board the PIC16F877 microcontroller. The conversion process compares the
input voltage level to a known reference voltage level and assigned a number 0-1023 based on the
relationship between the two levels. This number is stored to a location on the chip and can be used for
comparisons. The ADC routine written in embedded C code is shown below.
void ReadADC(){
unsigned char wheel1, posit1;
ADCON1 = 0x49; //set for left justified
if(ContMode == 0)
{
ADCON0 = 0x09; // Enable ADC, Fosc/2, for AN1
//ADCON0 = 0x29; // Enable ADC, Fosc/2, for AN5
}
else if(ContMode == 1)
{
ADCON0 = 0x01; // Enable ADC, Fosc/2, for AN0
//ADCON0 = 0x29; // Enable ADC, Fosc/2, for AN5
}
else if(ContMode ==2)
{
PORTD = 0xFF;
return;
}

ADIE = 0; // Masking the interrupt
ADIF = 0; // Resetting the ADC interrupt bit

ADRESL = 0; // Resetting the ADRES value registers
ADRESH = 0;
ADGO = 1; // Staring the ADC process

while(!ADIF) continue; // Wait for conversion complete

wheel1 = ADRESH; //Store position of joystick/RC/wheel
}

Both input signals undergo ADC and are stored as finite, 10-bit, values. The software takes the 8 most
significant bits from these values and stores them as designated variables. One input represents the
wheel position and the other represents the desired wheel position. When both inputs are close in value
the wheels are essentially in the correct position. If the control value is much different than the wheel
22

values then the software must configure the output so the gearmotor can move the wheels to the
correct position.
The code shown below demonstrates this comparison method using embedded C code. The variable
posit holds the position value of the wheels, and the variable wheel holds the position value of the
steering input. The variable toler is defined at the beginning of the program and is a value that
represents the maximum error or tolerance allowed between the two position values before the motor
is made to update the position of the wheels. The final value for toler will be decided after the
performance of the steering is tested. The example code here is configured to update PORTD, a digital
output port on the microcontroller. This is to demonstrate the feasibility of the code. When the code is
finalized the output will be a PWM signal that is sent to a speed controller connected to the gearmotor.
void SUpdate(unsigned char posit, unsigned char wheel)
{
if(posit>=wheel-toler && posit<=wheel+toler)
{
PORTD = 0; //No change if encoder is within tolerance of input
}
else if(posit>wheel+toler)
{
PORTD = 0x0F; //Move to left to compensate
}
else
PORTD = 0xF0; //Move to right to compensate

return;
}
Speed Controller

The gearmotor that powers the steering for the go-kart will be directly regulated by an IFI Thor 883
speed controller. Speed controllers take an input signal and modulate the direction and level of current
that a motor receives. This in turn controls the direction and speed of the motor. The Thor 883 takes a
PWM signal, which will come from the output of the microcontroller, and uses the encoded information
to drive the motor. For the purposes of the go-kart the speed controller will be used only to control the
forward and reverse motion of the motor. The 120A continuous current rating for the Thor 883 makes it
ideal for the application with the Dayton 1L469 gearmotor, because there is little to no chance of the
motor drawing enough current to blow the speed controller.

Drive Train
23

The drive train system of the go-kart is designed to be both robust and adjustable. It consists of an
engine mounting plate, a gearbox mounting plate, and the rear axle. The engine mounting plate will be
welded to the chassis at a pre-determined position so that the exhaust from the muffler does not expel
directly onto any components and so that the engine has enough clearance from the rear suspension.
The horizontal positioning of the gearbox mounting plate will be determined by the position of the
Comet 500 series torque convertor setup. The end of the gearbox will have an extra support bearing
that will be mounted to the rear chassis on a slotted piece of metal. The gearbox mounting plate itself
will be adjustable so that the tension in both the torque convertor belt and the drive chain can be
adjusted by turning a 5/8 lead screw. This assembly can be seen in Fig. 12 and Fig. 13. The rear area
where the engine mounting plate will be welded to is shown in Fig. 14.
Figure #12: Gearbox Mount Assembly
Figure #13: Gearbox Mount Assembly (Under)

24

Figure #14: Rear Chassis (Full)
The driven large sprocket on the rear axle has been tested under a high simulated load, as well as the
axle itself. The included stress analysis shows that they can withstand the forces generated by the 10HP
Tecumseh engine under maximum loading conditions with an 800lb assumed vehicle/passenger weight.
Full stress analysis can be found in Appendix A. Both the gearbox and torque convertor are rated to
handle up to 16hp 4-stroke engines. The torque convertor clutch is designed to engage at 2100rpm,
meaning that the engine should never stall upon engagement due to the fact that at 2100rpm it is high
up in its power curve. This will provide good initial acceleration of the vehicle, allowing for a thrilling ride
and powerful cornering in off-road conditions.
Engine

The engine selected for this vehicle is the Tecumseh Formula Horizontal Engine with Electric Start 10
HP, 1in. x 2 7/8in. Shaft, Model# HM100-168416T. The reason for this engines selection is that it comes
with a muffler, a gas tank, a kill switch, a 7 amp alternator, an electric starter and emergency pull-start
option, as well as having 10hp and a 1 diameter drive shaft with keyway which fits the donated
torque convertor clutch. This motor is also designed for off-roading, so the oil sensor automatic shutoff
is set up so that it wont automatically shut off the engine if it gets jostled in off-road conditions. The
10hp fits with the hp ranges for the transmissions (8hp-16hp) without being too powerful since the
client does not need to go very fast. Also, the price of the motor compared to similar motors with similar
features is competitive at $539.99. This motor should allow for an exciting ride with lots of torque to
provide good initial acceleration for the client with a max rpm of about 3800.

Figure 15
Torque Convertor

The automatic part of the transmission is a Comet 500 series torque convertor with
3.34:1 and a high range of .81:1. This will ensure that at low engine rpm the transmission will still have
enough power to accelerate the go kart by providing a reduction of 3.34 which will be augmented
roughly 6:1 gear ratio provided b
driven and the clutch is centrifugal, so the passenger will be able to easily maneuver the vehicle at low
speeds due to a combination of belt slipping and engine loading decreasing the sh
transmission is commonly found in snowmobiles, and allows the engine to reach its full power curve.
Gearbox

The gearbox is made by Comet, and is for go
Lightweight, rugged gearbox that allows operator the selection of three positions: forward, neutral and
reverse. Forward ratio is 1:1 and the reverse ra
Figure #12: Gearbox and Torque Converter
Figure 15: Tecumseh Formula Horizontal Engine
The automatic part of the transmission is a Comet 500 series torque convertor with
. This will ensure that at low engine rpm the transmission will still have
enough power to accelerate the go kart by providing a reduction of 3.34 which will be augmented
roughly 6:1 gear ratio provided by the fixed axle and gearbox sprockets. The torque convertor is belt
speeds due to a combination of belt slipping and engine loading decreasing the shaft rpm. This dynamic
The gearbox is made by Comet, and is for go-karts, utility vehicles and other applications up to 16 hp.
reverse. Forward ratio is 1:1 and the reverse ratio is 2.7:1. This is to be used with other comet torque
Figure #12: Gearbox and Torque Converter
25
The automatic part of the transmission is a Comet 500 series torque convertor with a low range of
. This will ensure that at low engine rpm the transmission will still have
enough power to accelerate the go kart by providing a reduction of 3.34 which will be augmented to the
y the fixed axle and gearbox sprockets. The torque convertor is belt
aft rpm. This dynamic
karts, utility vehicles and other applications up to 16 hp.
tio is 2.7:1. This is to be used with other comet torque
26

convertors, like the 500 Series mentioned. The gearbox will have a drive sprocket mounted to its output
shaft, which will engage the drive sprocket on the axle. The input shaft will have the driven clutch of the
torque convertor as well as an extra support bearing on the end of the input shaft. The gearboxs
mounting plate will be adjustable so that the proper belt and chain tensions can be achieved.
Throttle

A servo motor controlled by the microcontroller will operate the rotary valve controlling the throttle on
engine. Rotation in one direction gives the engine more gas, and rotation in the opposite direction limits
the gas entering the motor. This throttle motion will be controlled by a closed loop system that will
verify the expected position of the servo motor and ensure that the throttle is always in the correct
place.
Input Control

The input for the throttle control system comes from the selected method of overall control. These
methods of control are described above in the Steering Control section of this report. Regardless of the
method of control, the signal that ends up as an input to the microcontroller is an analog voltage
corresponding to the position of the input controller. This analog signal is converted to digital as it
enters the microcontroller and from there the software uses this signal for comparison.
Feedback Potentiometer

The shaft of the servo motor that is attached to the throttle control will also be attached directly to a
potentiometer. This potentiometer will serve to provide feedback data for the position of the servo
motor and ultimately the throttle. As the servo motor turns it will also turn the potentiometer, which
will modify the output voltage going to the microcontroller. This step is not necessary for the function of
the servo motor, but it is useful to confirm that the servo motor is operating correctly. In an important
application like throttle control it is important to be sure that all components are responding properly to
the control system. If the signal from the potentiometer does not correctly correspond to the PWM
signal being sent to the servo motor the software will automatically send the go-kart into the emergency
shutdown routine.
Throttle Servo Motor PWM

The servo motor on the throttle takes a pulse width modulation signal to determine the position in its
rotation that it should jump to. The various positions of the throttle control valve will correspond to
different points in the servo rotation, and the PWM signals corresponding to those points. The software
will take the digitally converted signal from the selected control method and compare the desired
position of the throttle to the actual position of the throttle servo. If the two positions do not match
within a relative tolerance the software will modify the output port to the PWM signal corresponding to
the desired position.
27

Braking System

The system for braking control is very similar to the system for steering control. It uses a smaller
gearmotor to move the lever to open and close the caliper. The action of the gearmotor is controlled
using a microcontroller and a commercial H-bridge.
Mechanical Braking System

The brake system has been over-built as a safety concern. The 10 disk brake is much larger than a
typical 6 disk brake used on most go-karts. This combined with a high end twist-type caliper system
allows for tremendous forces to be generated on the brake with moderate forces applied to the caliper
lever arm. The lever arm will be actuated by using a high-torque gearmotor that will have a further
improved mechanical advantage before being linked to the caliper lever arm. The increase in mechanical
advantage is possible due to the fact that the brake caliper lever only needs to move for a fully open
to fully closed position, so the gearmotor being used can convert all of its speed in its rotating parts to a
very high pulling force. The general position of the brake and the general location of where the caliper
will be located can be seen in Fig. 17.
AME 218-series gearmotor

The AME 218-series gearmotor will be used to apply a force to the braking mechanism. This gear motor
operates at 12 volts, the same voltage supplied by the batter, rotating at 116 RPM when no load is
applied. With no load on the gearmotor 1.4 amps are drawn and at stall the gearmotor draws 21.3
amps. This gearmotor is able to supply 98 inch pounds of torque. The Simple-H H-bridge will be
supplying the power to this gear motor in the forward and reverse directions. When current is flowing
Figure 17: Rear Base Composite Assembly
28

in the forward direction, this gearmotor will rotate applying a force to the brake lever on the disc brake
assembly. The lever will then in turn press the ceramic pads against the disc brake, slowing the go-kart.
A linear position encoder will be used to determine the position of the brake lever, and in turn will
determine whether or not the gearmotor needs to be turned on and the position of the lever adjusted.
This feedback will keep the motor from applying excessive force to the braking assembly and will keep
the motor from burning out due to extended periods of activation. Sending current through the
gearmotor in the reverse direction will release the brake. The position of the gearmotor will be
constantly monitored whether it is applying a force to the braking mechanism or released.

Braking Control System
Braking H-Bridge

The commercial H-bridge that will be used to drive the braking gearmotor is the SyRen Regenerative
Motor Driver. This driver takes a PWM signal from the microcontroller and uses it to switch the direction
of the current flowing into the gearmotor. The SyRen is rated for use with 25A continuous current and
can handle current spikes up to 45A. This is much more current than the braking gearmotor would ever
actually draw, which means that the chances of this component failing are small. The SyRen will control
switching between full forward, full reverse and idle. This will correspond to the opening and closing of
the brake calipers, as well as allowing them to hold position.
Braking Position Transducer

The braking motor has no way of tracking its own position, so position will be measured using a
NovoTechnik LWG Linear Position Transducer. The equipment and method for control using this position
transducer is nearly identical to the method used for tracking the steering position. It is important to
have data about the position of the brake calipers to allow for smooth braking. If the braking were to be
done using only limit switches the only braking options would be full brakes or no brakes. The position
transducer allows enough feedback from the brake mechanism to the microcontroller to incrementally
increase braking power using the software.
Braking Control Software

The software controlling the braking system takes two inputs and compares them to modify a single
PWM output. The two inputs are the signal from the selected control method, and the signal from the
linear position transducer attached to the braking gearmotor. The input from the user controls will only
utilize the bottom half of the y-axis (except for the pedal control method) and the software will default
to no brakes when the go-kart is accelerating. The braking will be setup to run to a specified number of
positions based on the intensity of the stopping needed. Each position of the brake will be a case and
have constraints. If the position transducer is not in the correct position based on the current selected
case the software will send the appropriate PWM to the H-bridge to correct the position of the brakes.
29

Gearbox Control

The go-kart will have a transmission that can switch the drive from the engine between forward and
reverse. This will be accomplished by attaching a linear actuator to the selector arm of the transmission.
The linear actuator will be controlled by the software and a custom designed H-bridge.
Gearbox H-Bridge

The transmission H-bridge will be designed using a very simple h-bridge concept. It uses two mechanical
relays and two limit switches to route current between the two poles of the linear actuator. The diagram
below shows the design of the h-bridge. When the first relay is activated by a signal from the
microcontroller it opens and allows current to flow into the positive terminal from the high side of the
bridge. When the linear actuator reaches the limit switch it cuts off the current flow from the negative
terminal of the actuator. The linear actuator will stay in place until the microcontroller activates the
other relay at which point the actuator will move off of the first limit switch and move until it hits the
other limit switch.
Gearbox Control

The software control for the transmission will be a very simple design. A switch on the side of the go-
kart will be able to be set for either forward or reverse. This switch will send a digital signal to the
correct input pin on the microcontroller. The software will compare the digital signal to the last one it
received and if they are different it will activate the output to switch which relay is active at that point.
This method is a simple, yet effective way to switch gears without heeding to physically move the
handle.
Motion System 9234c120 linear actuator

The Motion System Corp model 9234C120-R10 linear actuator will be used to move the gear lever on
the gearbox of the go-kart. This actuator is able to provide enough force and has a long enough stroke
to push the gear lever from the forward to reverse positions. This actuator operates at 12 volts,
consequently the same voltage as the battery for the go-kart. The speed at which the actuator moves is
suitable for the task of changing gears in the gearbox. External limit switches will be placed such that
the current flowing to the actuator will be halted once the gear lever is in its proper position. This will

Figure #14: Motion System Linear Actuator
keep the actuator from exerting unnecessary forces on the gear lever and will also pro
from becoming burnt out due to it perpetually being on. A bolt trough the ball joint on the actuator will
connect to the gear lever and the actuator will be mounted to the chassis of the go

Other Mechanical Systems
Roll Cage System

The roll cage system is an extremely robust, over
the case of a rollover at speed (approx 30mph). The roll cage will be made of a single piece of bent 1.5
OD wall thickness pipe that is reinforc
Figure #14: Motion System Linear Actuator
keep the actuator from exerting unnecessary forces on the gear lever and will also protect the actuator
connect to the gear lever and the actuator will be mounted to the chassis of the go-kart.
Other Mechanical Systems
The roll cage system is an extremely robust, over-engineered design that will keep the passenger safe in
OD wall thickness pipe that is reinforced by two extra pieces of pipe as shown in Fig.
30
tect the actuator
kart.
engineered design that will keep the passenger safe in
ed by two extra pieces of pipe as shown in Fig. 19.
31

There will be extra pieces mounted to the chassis that support these side bars. The roll bar needs to be
able to withstand significant lateral forces, and a stress simulation has been included to prove that the
design is more than strong enough. Full stress analysis can be found in Appendix B. Also the roll cage will
feature a dual role: both a safety role and a suspension role. The rear suspension will mount to a
crossmember on the roll cage. The forces generated by the rear suspension will be mostly absorbed by
the two side supports that are angled forward. The remaining forward forces will be taken
up by the gussets welded to the bottom of the main roll bar and the side assemblies that are welded to
the chassis to support the side support tubes. The roll cage system will also include a rigid steel pipe
welded to the main roll bar that the joystick can mount to. In the same way that the steering wheel
depth is adjustable, the joystick will have a knob that can be tightened built into it that can fix it in
position at any depth along the steel pipe.
Seat System

The seat system is designed to be adjustable and strong. The seat mounting plate has to be strong
enough to control the passengers inertia, as it is the only real structural interface between the
passenger and the vehicle. In order to accomplish both strength and adjustability, a heavy duty linear
actuator has been chosen to move the seat mounting plate forward and backward on two strong,
Figure 19: Full Go-Kart Assembly
32

reinforced steel rails. The seat mounting plate is fixed laterally by the geometry of the rails and the
up/down movement is restricted by tabs and angle iron welded to the seat mounting plate. The linear
actuator is rated for 750lbs, which is more than any passenger that can fit in the vehicle can possibly
weigh. The linear actuator setup can be seen in Fig. 20.
The seat coupler for the seat mounting plate will be made out of steel, and there will be two
separate couplers, one for the normal seat for test driving, and one for the special seat for the client.
The bracket for the normal seat has been designed and looks Fig. 21. The seat coupler for the clients
special car seat will be the reciprocating piece to the bracket currently mounted to the bottom of their
seat, which looks like Fig. 22. The seat area will be protected from tree-branches, and other off-road
Figure 20: Seat Actuator Assembly
Figure 21: Alternate seat Mounting Coupler
33

debris by side panels made out of fiberglass. Also, the seat area will have the roll bar support arms
running along the edges, which will completely encase the passenger with structural supports in the
case of a rollover, making them much safer.
Duff-Norton LSPD 2775-12

The Duff-Norton LSPD 2775-12 linear actuator will be used to adjust the seat position on the go-
kart. This motor has a 750 pound capacity and a 12 inch stroke arm. The operating voltage of this
particular actuator is 12 volts, corresponding to the voltage of the battery used in this project. The
maximum current draw for this actuator is about 14 amps when the actuator is applying 750 pounds of
force. Current will only be drawn when the seat is being adjusted so the 14 amp draw is acceptable
even through the alternator is only supplying 7 amps of current to the battery. The speed at which the
seat will be adjusted will be comparable to that of adjusting a standard electric car seat. The actuator
will extend or contract based upon the direction of current flow through the actuator. Two internal limit
switches which will stop current from flowing when the actuator has reached the extremes of its stroke.
These limit switches will help to keep the actuator from being damage during usage. One side of the
actuator will be bolted to the seat mounting bracket, pushing it along rails which the mounting bracket
rests on. The other side of the actuator will be attached to the frame of the go-kart.
Front Suspension System

The front suspension system is designed to allow for independent front wheel suspension while
impacting the steering system minimally. The front suspension will use Adjustable Shock Absorbers from
northerntool.com that have 520lb load rating and 2 of max compression. The shocks will be mounted in
parallelogram suspension arm assemblies at the bottom and in the front suspension support bar that
Figure 22: Seat Bracket
34

runs along the front of the chassis. The parallelogram suspension arms ensure that the front wheels are
always vertical with respect to the ground, and causes less of a toe in effect on the front wheels when
the suspension is compressed. The suspension arms can be seen in Fig. 23.
The design of the suspension arm allows for the front wheel spindles to have maximum turning
radius based on the rack and pinions maximum stroke length. Also, the suspension arms are extremely
rugged, so that if for some reason the front bumper does not hit an obstruction that is too low to the
ground, the suspension arms should not bend or break upon normal impacts at reasonable speeds
(<20mph). The front suspension assembly can be seen in Fig. 24. This shows the numerous
Figure 23: Front suspension Arm Assembly
Figure 24: Front Suspension
35

reinforcements to the front area where the suspension arms connect to the front chassis. It also shows
the relative positioning of the front bumper to the suspension arms, showing that most objects that
would endanger the suspension arms would be blocked by the bumper, except for low-lying obstacles.
Rear Suspension System

The rear suspension system is a three pivot point system that uses heavy duty pins to hold the front and
rear chassis together. The upper portion of the rear suspension coincides with the roll cage, as
mentioned above. The rear bar of the rear suspension has been tested under simulated loads, and as
the weakest of the three pivot points, still shows that it can withstand more than the expected loads.
Full stress analysis can be found in Appendix C. The main components to the rear suspension are the
upper segment with parallel steel sheaths, the lower segment with parallel solid steel rods, and the two
Figure 25: Rear Suspension
Figure 26: Isometric Wire View
36

14 coil-over off road springs that interface the upper and lower segments. The idea is that the springs
will provide much of the support for the rear suspension, but the space between the steel sheath and
solid steel rod will be greased, trapping air in the hollow segment above the solid steel rods. This air will
act as a further dampener for the suspension when experiencing jarring impacts, and will improve the
quality of the rear suspension by increasing the force required to bottom out the suspension. This
suspension assembly can be seen in Fig. 25.
The actual mounting points for the rear suspension assembly can be seen in the following image
showing an isometric wire frame view of the vehicle in Fig. 26.

Chassis (Front and Rear)

The chassis for the vehicle is broken up into two subunits: the front chassis and the rear chassis. These
two units are joined by a solid steel rod at a pivot point used by the rear suspension. The front
chassis can be seen in Fig. 28.
These chassis are made to be extremely rigid and strong. They are reinforced with 2 side length right,
isosceles triangle gussets at every corner to increase their rigidity. They are however designed to have a
moderate amount of flex in the case of twisting. This is to accommodate the numerous high energy
impacts that the vehicle will probably encounter while driving off road. The risk of making the chassis
resistant to twist is that it could cause a weld joint to snap, since the forces from random off-roading
impacts can be very large. By keeping the chassis rigid in the x-y plane by flexible in the x-z plane, the
front and rear chassis are more suitable to handle the rigors of off roading without sustaining any
structural damage, no matter how rough the terrain.

Figure 27: Seat Actuator Assembly
37

Front Bumper

The front bumper will be made out of a single solid piece of 1x1 steel. This should be able to withstand
any impact and transfer the impact to the reinforced front section of the front chassis. The front bumper
can be seen in Fig. 30. Since the front piece will be solid steel, the forces that will hit the bumper will
travel through that piece and into the 4 front bumper support bars. To test if these bas were up to a
severe impact, a stress analysis has been performed on them. Full stress analysis can be found in
Appendix D. The front bumper should be strong enough to withstand any impact from the vehicle at
speeds under 10mph without any significant deformation, and at speeds above 30mph the front
bumper will crumple appropriately, absorbing the energy of the impact like the nose cone of a race car,
making the collision more plastic, and therefore helping to protect the passenger from excessive g
forces.
2.2 Prototype
The final prototype is derived from the optimal design created in BME 4900. Some aspects of the design
were changed based on realistic physical constraints and tests, but by in large the finished product
remains consistent with the design. The final product consists of a number of smaller subsystems and
each of them will be reviewed in the following sections. This review will consist of in depth descriptions
and pictures along with mention of deviation from the original optimal design (Figure 29).
Figure 28: Front View
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For the software control, the go-kart is operated using embedded C code on PIC16 microcontrollers.
Three microcontrollers ended up being used in the final design (Figure 30). This is an increase from the
two that were proposed in the original optimal design report. The extra microcontroller allowed for
additional interrupt and input/output pins to be used that would have otherwise not been available. The
microcontrollers take input information from peripheral sensors such as user inputs and system
feedback and interpret the data to create output signals. These signals are then routed to the proper
speed controllers or electric motors to drive and control the go-kart. The software control operates on a
two loop system. The first main loop constantly runs and is tasked with converting input information to
output information for normal operation of the go-kart. The secondary loop is an emergency shutdown
loop that can be triggered by either a head switch or by the remote kill switch. The emergency loop is
tasked with executing a pre-programmed routine to modify all important outputs to stop the go-kart,
cut the engine and allow for safe steering. The software control selection software was implemented
perfectly from the optimal design, allowing the user to cycle through all three modes of control.
Additionally, all three modes of control can be used to safely operate the vehicle.
Figure 29: S-90 Go-kart final prototype
39

The steering system did not stray far from the optimal design with only minor changes to the way the
steering wheel raised/lowered and minor changes to the way the rack and pinion output shaft was
reinforced. The steering wheel is connected to a potentiometer used as a voltage divider transducer by a
notched belt. The transducer raises and lowers with the actual steering wheel. The steering gear motor
is attached to the chassis by welded bolts and additional screws for fine tuning (Figure 31). The rack and
pinion is bolted to tabs welded to the chassis and a stabilizer bar has been welded to the tie rod ends at
the ends of the rack and pinion. The stabilizer bar is necessary for keeping the steering linkage rigid. The
tie rods were fabricated from bolts welded to steel pipes and go from the rack and pinion to the from
wheel hubs. The suspension is designed to be minimally effected by changes in the suspension, but a
small amount of deflection in the wheel angle can be noted when the suspension is fully engaged. Under
normal load the front wheels are calibrated to be about 1-2 degrees toe-in. This is useful for making
aggressive turns in off-road conditions.
Figure 30: S-90 electronics enclosure
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The steering control did not change at all from the original optimal design. The steering control consists
of a steering motor and its speed controller. The controller gets its signals from a PIC16 PWM output.
The software for the steering control system takes an input from one of the control mode transducers
and compares the desired location of the wheels based on the transducer to the actual location of the
wheels based on a string-pot feedback transducer. The feedback transducer is anchored to the front
plate and has a string that moves with the rack and pinion. If the software determines that the feedback
position is different from the desired position of the wheels, the PWM output is changed to trigger the
gear motor to move the rack and pinion in the correct direction. When the position of the feedback
transducer matches the desired position of the wheels, the gear motor is stopped. This method allows
the direction of the wheels to be set on a user defined basis. The system works very well, and the
response time of the wheels is comparable to normal analog steering systems.
All three control methods described in the original optimal design report were created and are working.
Each control method carries out the functions of steering, throttle control, and braking, based on user
input. The easiest mode of control to use is the joystick (Figure 32). The joystick works on a two axis
system where the horizontal axis controls steering and the vertical axis is split between controlling the
throttle and controlling the brake. Each axis is a separate potentiometer and the signals from these
potentiometers are input into the steering microcontroller for analysis. The second mode of control is by
wireless remote control. This system also operates on a similar two axis joystick where the horizontal
axis is for steering and the vertical axis is for throttle and brake. The technical implementation of the
remote control system is different from the normal joystick however. The remote control system
communicates with an onboard receiver which sends PWM signals from the remote control to the
microcontroller inputs. The processing of the PWM input has changed since the original optimal design
report was written. Originally this input was going to be low pass filtered in order to average the PWM
into a readable analog voltage. After testing this, method was determined to be too imprecise to give
the driver reasonable control over the vehicle. A new system was devised to interpret PWM signals in
the microcontroller based on the use of interrupts and an on chip timer. The method uses the interrupt
Figure 31: Steering assembly
41

ports ability to detect the rising and falling edge of the PWM signal to time the length of the pulse width
itself. Once the length of the pulse width is known by the microcontroller, this length can easily be
processed into the appropriate output form by the software. The third and final mode of control is a
steering wheel with pedals. This mode of control is intended to allow any user to drive the go-kart as
they would a normal vehicle. The steering wheel, the gas pedal, and the brake pedal are each
connected to their own potentiometer, which are in turn connected to microcontroller inputs. Each of
these control methods can be selected by pressing a button on the left front dashboard. The control
modes are cycled through and lights on the dashboard indicate which control method is activated at any
point.
The drive train deviated from the optimal design because the gear box turned out to be defective. As a
replacement a jack shaft was constructed, which allows for direct forward transmission (Figure 33).
Also, a chain tensioner was added as it was determined that chain slippage was a problem for the
optimal design transmission. This realization occurred during prototype testing. The new modification
has been tested and eliminates chain slip. The transmission was used to tension the chain and the
engine is able to start with a key and has a high oil level shutoff which triggers upon extreme
accelerations. Testing has confirmed that the alternator provides ample current to charge the battery
during extended use. Furthermore, the engine provides enough torque to move the go-kart up thirty
percent grades with 200 pound passengers.
Figure 32: Joystick with connection point
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Engine power output is controlled by a throttle linkage which is connected to a servo motor. The servo
currently installed replaced the original servo motor which after testing was determined to not provide
sufficient torque. Control of the throttle servo changed very little from the original optimal design. The
only change to the software controls for the new throttle involved changing the direction of the pulse
width modulation signal as it correlated to the user input. In general the throttle servo takes a PWM
input from the microcontroller, which is modified based on user inputs from the control modes. The
throttle servo is the only device on the go-kart that is connected to a 6V regulator. In order to provide
the throttle servo with consistent power at 6V, a heat sink system was developed for the 6V regulator
(Figure 34). This development was in response to the testing which confirmed that under heavy use the
voltage regulator experienced thermal shutdown. The addition a four cubic inch, square, aluminum
heatsink dissipates more than enough heat and allows optimal performance from the servo under all
conditions.
Figure 33: Transmission drive system
43

The mechanical braking system had minimal changes from the original optimal design. The braking
system consists of a braking gear motor, a lever arm, a tie rod, a piston, a piston housing, a hydraulic
pump, a hydraulic hose, a hydraulic caliper system, and a disc brake rotor (Figure 35). This differs from
the old system in that it implements a hydraulic caliper instead of a twist type caliper system. This
allows for higher closing forces to be generated on the disc brake rotor, allowing for greater braking
power. The transducer feedback system from the optimal design did not change. The brake motor is
allowed to stall for full braking power to be achieved and it has been determined that this does not
Figure 35: Brake linkage system
Figure 34: 6V regulator with heatsink
44

overheat the braking speed controller system. In field testing the prototype brake system was shown to
not lock up the wheels, but bring the vehicle to a fast, controlled stop. The design also changed from
the original optimal design because it was determined that the original lever arm coming off the brake
gear motor was too long, reducing the total force seen at the hydraulic piston. This was fixed by
shortening the lever arm to less than half the original distance, causing an increase in braking power.
The control system for the brake changed very little from the optimal design. Control of the braking
motor comes from a small speed controller which takes a PWM signal from the throttle and braking
microcontroller. The microcontroller takes user input signals from the control modes and compares the
desired braking position to the position given by the braking feedback transducer. The PWM signal is
then modified to drive the braking motor to adjust the mechanical position of the brake until it satisfies
the position designated by the user input.
The roll cage was implemented from optimal design and consists of quarter inch reinforced round steel
tubing. While the roll cage has never been tested in a roll over it has withstood g-forces incurred from a
front collision and from extreme pressure on the rear suspension, which it supports.
The seat actuator assembly worked perfectly off the optimal design using a track on delrin spacers which
allow for high weight capacities to move with minimal friction on the two support rails (Figure 36). The
seat actuator assembly has been able to withstand over two hundred pounds of force under driving
conditions without bending or braking and over four hundred pounds of static load.
The seat bracket for the bucket seat followed the optimal design perfectly, however the seat bracket for
the clients Carrie Seat needed to be modified since a new Carrie Seat had been purchased after the
optimal design was finalized. The new design uses the existing bolt-hole pattern to mount a permanent
steel fixture with welded nuts. A modular seat bracket fixture contains two bolts that fit into the pre-
welded nuts and can be removed so the Carrie Seat can be used as a car seat. When the unit is bolted
together it allows for the universal bracket to fit into the six-hole bolt pattern for mounting purposes.

Figure 36: Seat actuator with switch
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The front and rear suspension systems were fabricated based on the optimal design specifications. All
components went together as planned and have held up to rigorous field testing. The only modification
of the rear suspension was to clamp the rear suspension together to avoid failure of the suspension in
the event that the rear wheels leave the ground.
The front bumper and chassis followed exactly from the optimal design. The chassis was cut, welded,
and ground as well as primed and painted for outdoor use. During field testing, the front bumper as
well as the rigid chassis held up to substantial impacts without any bending or denting. No welds
showed any signs of cracking after close inspection and upon further test driving the vehicle showed no
signs of defect from the impromptu crash test.
The original killswitch was created based on the optimal design and operates as it was intended to.
After testing the need was seen for a killswitch that does not require software and a killswitch that
directly grounds the engine spark plug was added. Additionally, testing revealed the original remote
killswitch module to be unreliable and it was replaced with a system capable of both directly grounding
the engine spark plug and triggering the emergency loop in the software.
All electrical circuits for this project were created originally on a bread board. After testing systems
using the bread board the design was transferred into the SPICE program Multisim. From there, the
design was imported into National Instruments Ultiboard for the design of the final print circuit board
(PCB) (Figure X). The PCB incorporates all the central electronics into a single area and allows for the
connection of all peripheral devices to the control electronics. The PCB features a number of different
sections that are integrated to control the vehicle. These include the three microcontrollers, the timing
circuit, the voltage regulators, and the output pins. The PCB uses mostly through hole components for
Figure 37: Remote killswitch receiver module
46

their robustness under the relatively extreme conditions of go-kart driving. By using a PCB for the main
body of circuitry, the electronics are condensed and are able to fit into the electronics housing of the go-
kart. It creates a permanent system that will not shake loose or become disconnected during normal
driving conditions.
The prototype operated well under all three modes of control, however there are specific issues
associated with each method of control that should be noted. In steering wheel and pedals mode, the
vehicle responds very naturally to the throttle pedal, but there is a slight delay upon activation of the
brake pedal. This is just due to the linkage system of the brake, and does not pose any problem for the
operation of the vehicle, but is something that needs some getting used to. The steering wheel in this
mode does not act naturally at all. The main issue is that there is no tactile feedback from the wheel
since it is not connected to the steering linkage. It makes for an unnatural ride, and coupled with the
discrete nature of the steering control system in this mode it requires some time to get comfortable
driving in this mode.
Joystick mode seems to be by far the most natural system for user interface, and the high sensitivity in
the joystick transducers allows for much smoother steering than in steering wheel and pedals mode. The
main problem with joystick mode is that in order to make the joystick useable for the client, the stiff
springs in the joystick were removed and replaced with weak springs. This has led to the joystick being
easy to move, but unfortunately relatively unable to center itself fully without input from a user. The
consequence of this in the test driving phase was that the vehicle was fine for making turns, but was
very difficult to keep in a straight line. The sensitivity of the joystick coupled with the loose spring causes
the vehicle to swerve rapidly from right to left in an oscillatory manner while maintaining a relatively
straight trajectory overall. If the user stabilizes the joystick very firmly, this can be avoided, however if
the driver loses focus, the vehicle will begin to oscillate and shake the rider violently at high speeds due
to the rapid changes in centripetal acceleration.
Figure 38: The PCB
47

In wireless mode, the vehicle is easy to drive, but there have been some issues observed when the
transmitter is too close to the vehicle. The consequence of this is that the acceleration cuts off and the
brake is applied. This should not be a concern, but can make for a jerky ride for the passenger. For this
reason it is recommended that the transmitter be kept at least 20 ft from the vehicle. The range of the
transmitter has been tested over 1000ft, and when the vehicle gets out of range, the system is designed
to cut acceleration and apply the brakes. The wireless remote control can be hard to operate when the
vehicle is pointed at the transmitter since the steering directions are reversed, but the operator can
compensate for this by turning his/her body in the direction the vehicle is pointed for a more natural
control.
Overall, the vehicle is able to accelerate quite rapidly under full throttle, and for this reason it is not
recommended that the vehicle ever reaches top speed unless the operator is extremely comfortable
with the steering. Due to the fact that the steering changes rapidly and with no feedback to the driver,
the operator can experience a surprising amount of g-forces that can cause the steering to get even
worse. The vehicle stops when using the brakes, but the stop is gradual and controlled. No matter how
hard the operator slams on the brake pedal or pulls the joystick, they must keep in mind that the vehicle
will never decelerate at a higher rate than usual, and it is impossible to lock up the wheels with the
braking system. This is yet another case for not driving the vehicle at max speed. The vehicle meets all
expectations, and at low speeds is incredibly easy and enjoyable to drive.
3. Realistic Constraints
Economic

This engineering project, as with all other design projects, has a set budget which cannot be adjusted. A
larger budget would allow for the purchasing of better components and result in a better final product.
The projected cost of all parts for this go-kart far exceeds the budgetary constraints given, but will
ultimately result in a better design. Luckily, donated and salvaged parts required for this go-kart are
available for free, allowing for the design of better go-kart, while staying under the allocated funding. It
is important to note that if this go-kart were to be manufactured, the free parts would no longer be
available and the cost of the go-kart would increase from $2300 for a prototype to $7000 for a
production model.
Environmental

The 10 HP engine for this go-kart will be gas powered and operation of the go-kart will result in the
release of carbon dioxide and other emissions from the combustion engine. Other components of the
go-kart are also known to be potential hazards to the environment. The Die Hard battery used to supply
power to the electrical components of the go-kart contains materials that are corrosive and dangerous.
Electronic components can also be hazardous to the environment and in the event of a malfunction, the
proper disposal of any circuit boards is required. Since this go-kart is going to be operated in the
outdoors, it must be driven carefully so the terrain is not excessively damaged.
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Outdoor operation also requires that the go-kart be built in such a way so that environmental factors do
not hinder its operation. Water can cause electrical components to short, so all electrical components
must be protected from any type of moisture. This includes waterproofing the circuit board with the
logic units, speed controller, and h-bridge. Mechanical components must be protected from dirt, dust,
water, or any other environmental factors which could hinder their operation. Gearmotors, linear
actuators, and servos need to be encased in a way such that the environment does not limit the function
of the component. The gas engine for this project was chosen because it was specifically made to
endure off road and outdoor conditions. Some of the components of this go-kart are rated for certain
temperature ranges and parts that are suitable for outdoor temperatures must be found to ensure
proper operation. All components must be shock resistant and able to absorb impacts if necessary.
Sustainability

As mentioned before, the go-kart will be gas powered and therefore it should be refueled before
operation to obtain the maximum driving time. Depending on the speed at which the go-kart is
operated the operation time will vary greatly. The go-kart will run much longer at a slow to moderate
operating speed as opposed to operating the go-kart at intense speeds. Running the engine not only
propels the go-kart but it also will generate current via the alternator. This will recharge the battery and
provide power for all of the electrical components. Minor maintenance such as changing the oil and
cleaning the go-kart occasionally will extend the lifetime of the vehicle. This go-kart has been designed
to withstand collisions and operate in harsh environments. Under typical driving conditions the go-kart
should operate without fail for a long time with the proper maintenance and care.
Manufacturability

Obtaining the majority of the parts for this go-kart would pose little challenge if it were to be
manufactured on a large scale. If a particular part such as the Motion System linear actuator was not
longer manufactured or could no longer be found, a suitable replacement would be easy to find. With a
parts list, the proper mechanical and wiring diagrams, and the code needed to program the
microprocessors, the majority of the go-kart ready to go. However, the chassis for this go-kart is custom
made and would have to be fabricated in order to make a new go-kart. With the CAD files for the go
cart the materials to make the frame it would be possible to manufacture the frame and install all of the
components on the frame with little challenge.
Health and Safety

The primary concern of this project and most other engineering projects are safety. The intended
operator of this go-kart is a child with Cerebral Palsy. Having any child operate a go-kart or other
motorized vehicle has the potential to be dangerous, compounded with the fact that this child has under
developed motor skills means that this go-kart has to be designed with the highest safety standards in
mind. This go-kart is designed with multiple control methods. The onboard controls can be overridden
at any time by a remote operator in the event that the driver is in danger, i.e., about to crash or roll the
vehicle. The wheel base of the go-kart is wide and weight is distributed as low as possible to ensure that
49

the go-kart cannot roller over. In the unlikely event that the go-kart does roll over, a roll bar able to
withstand thousands of pounds of force will protect the driver. The chassis of the go-kart has been
designed to withstand impacts without deforming or breaking. A multi-point harness will secure the
driver safely in the seat and keep them from being ejected from the vehicle. A two kill switches have
been included in the design, one remote and one onboard, which will stop the gas engine and apply the
brake in the event of an emergency. A speed governor has been implemented into the system which
will limit the maximum speed of the go-kart. The operator will be able to select between a low,
medium, or high speed. A logic unit with multiple processing units has been designed in a way that if
one component were to fail, the system would shut down safely. The go-kart has been designed to
operate under a variety of environmental conditions so malfunction due to water, dirt, or temperature
is unlikely.
Social

One of the main goals of this project is to allow a disabled child to provide a release from the daily
hardships of life and to give them a way to interact with the surrounding world. Building this go-kart
allows them to live life as a normal child would and show that there really are not many differences
between an average child and a child that suffers from a disability. This go-kart is build in such a way
that it could be operated by anyone, disabled or not, and when looking at the design it would not look
any different than a normal go-kart that could be purchased.
4. Safety Issues

Safety, as mentioned earlier, is the primary concern of this project. This requires that the operator be
safe at all times whether they be sitting in the vehicle or anywhere nears the go-kart. Starting with the
electrical systems, all wires carrying a current will be routed through conduits to protect the wires from
environmental hazards, but also protect the operator from any currents the wires may be carrying. The
conduit will be secured to the chassis so the operator will not become hung up in it when operating the
vehicle, or trip over it when entering or exiting the vehicle. There will be no bare wires anywhere in the
go-kart. This will prevent any arcing that could potentially start a fire. All electrical equipment used in
the go-kart is rated for currents that are higher than what will be experience during the operation of the
go-kart. This will keep components from overheating and catching fire. For the mechanical components
of the go-kart, all moving parts will be situated in a way that it would be impossible for the operator to
become caught in them. A chain guard will protect the chain from being dislocated as well as protecting
the operator from accidently becoming caught in the chain. The steel chassis will protect both the
components of the go-kart as well as the operator of the go-kart in the event of a collision. The roll bar
provides protection in the case of a roll over. All part on the go-kart will be secured to the chassis and
there will be no parts that could become dislodged and come off during operation. The engine, gearbox,
and torque converter have been located in a position that is inaccessible to the operator during
operation of the vehicle. It will not be possible for the operator to become caught in the belt of the
torque converter based on its location and where the driver will be positioned when operating the go-
50

kart. The chemical hazards of this project include corrosive materials leaking from the battery, gasoline
in the engine, and oil also for the engine. It is unlikely that the sealed battery will leak any chemicals
even in the event of a collision of roll over. The same is true for the gasoline and oil which should
remain inside of the engine or in the gas tank in the event of an accident. It should be noted that
gasoline and oil can be dangerous is swallowed or come in contact with cuts, and also pose a fire hazard
if there is a fire nearby when refueling the vehicle or adding engine oil. Other chemical hazards are from
the emissions of the vehicle. The go-kart should not be operated inside, especially if there is not
adequate ventilation, as this poses a major health risk. Thermal hazards include warm electronic
components and a hot engine exhaust. To keep electrical components as cool as possible, active cooling
will be employed on the speed controller and h-bridge. Both of these components are rated to operate
under currents well above the conditions present in the go-kart. This will also keep the components
from overheating. These components will be encased in ventilated boxes to keep the operator from
accessing them when they could potentially be hot. The engine exhaust will be situated in a way that
the operator will not be able touch it when operating the vehicle. It is also well known that the exhaust
on a vehicle is hot to the touch and should not be touched during operation or after operation until it
has had time to cool down.

5. Impact of Engineering Solutions

There should be little to no impact based upon the engineering solutions present in this design. This go-
kart is intended to be operated by a single client and was designed specifically based on the needs of the
client. However, in the event that this go-kart becomes mass produced there could be some
considerable effects on economics, society, the environment, and even far reaching global effects. This
go-kart could potentially provide a release for any physically handicapped person and it was designed to
cost less than other go-karts that have electronic controls. The market for this product is large and
there currently are no suitable designs that can provide the same function as this go-kart. By creating a
new product for a market that has no other products like it, this go-kart has the potential to make a lot
of money for the manufacturer.
If this product were to be purchased by a multitude of people, then society would begin to see disabled
people in a new way. They would be seen out riding in go-karts, enjoying activities that which are
normally reserved for non-disabled people. Handicapped people would be seen as not being all that
different and the differences between people would become less apparent. On the whole society could
become more understanding, more accepting, and less judgmental.
The environmental impact is not favorable however. These go-karts are gas powered and release
carbon dioxide and other emissions into the atmosphere. Whether or not these emissions lead to global
warming has yet to be adequately determined, however it is known that these emissions can lead to
acid rain, smog, and unhealthy air to breath. Disposing of a go-kart with these electrical components
would be cause trouble as well. Just as a laptop computer should not be disposed of in the garbage,
51

these electrical components should not be just thrown out if the circuits were to malfunction or the go-
kart was to be disposed of. The battery would also need to be disposed of properly as it contains
corrosive materials that cannot just be thrown away. The same goes for the engine oil when it needs to
be changed. Disposing of these materials properly is much better than throwing them out in the
garbage, but even when disposed of properly, some materials cannot be recycled and ultimately must
be thrown out.
This go-kart could potentially have a global impact. The awareness for disabilities on the global level
could rise, resulting in more funding going to research for curing ailments such as Cerebral Palsy. The
acceptance of disabled people on the global level would increase as well. If the go-kart became popular
in other countries that would result in an increase in the products that the United States exports and
bring in more foreign money thereby lowering the trade deficit. The United States would be seen in a
friendlier manner globally. If this go-kart were to become popular in a global setting then it would lead
to improvements and innovations of the go-kart that could be applied to other engineering specialties.
6. Life-long Learning

In the course of designing this go-kart many new skills have been developed. Designing the chassis for
the go-kart required a 3D CAD program. The CAD program that was learned was Solidworks 2007 to
create parts and put them together. A method for mechanical stress testing of the components had to
be discovered and luckily Solidworks was able to perform this task as well. The system for steering the
go-kart involved the most learning. Three systems of controlling the go-kart had to be developed that
would not interfere with one another. This required acquiring some programming knowledge in
embedded C and how to upload the programs to the processors. In order to be able to have the
gearmotors working in both the forward and reverse directions h-bridges had to be made and tested to
prove that it would be an acceptable method for quickly changing the direction of the gearmotors.
Other options had to be researched as well for this task and the principles behind relays and how to
incorporate relays into circuit had to be looked into. The both the speed controller for steering the go-
kart and the h-bridge for the braking system take PWM signals as their inputs. Understanding the basic
concept of the PWM signal and how to apply it to a particular situation had to be discovered. After
understanding how a PWM signal works a method for getting the processors to output such signals had
to be determined and programming such a method also had to be done. To generate a smooth ride for
the go-kart different types of suspensions had to be investigated. An independent front suspension and
a semi-independent rear suspension was determined to be the best overall suspension for the purposes
of this go-kart. Different engines had to be researched when choosing the best possible engine for the
go-kart. An electrical engine would be the most environmentally friendly engine, but a gas powered
engine like the one chosen for this design is able to keep the electronics operational without relying on
an array of batteries and refueling a gas engine is much faster than recharging batteries for an electric
motor.
Aside from technical aspects that were learned when designing this go-kart, much research about
Cerebral Palsy had to be done, including how it affects a person both physically and mentally.
52

Understanding how our client was affected helped to determine how the go-kart needed to be designed
in terms of control methods and how his body would be positioned. A body position with the thighs and
chest at a 90 degree angle was discovered to be the optimal body position and the clients arms needed
to be as close to their body as possible. Maintaining this position allows the client to have the best
control over their arms and legs.
7. Budget and Timeline
53

7.1 Budget
Budget breakdown
Free Parts Parts to Buy
Item # Part Name Value Item # Part Name Price Shipping
0 Rear Wheels 155.9 0 Engine 475 28.95
1 Rack and Pinion 93.95 1 Simple H bridge Brake controller 79.99 5.42
2 steering wheel 29.95 2 Steering PWM Direction controller 185 6
3 Front Wheels 125.9 3 Steel for Chassis 500 100
4 10" disk brake rotor 44.95 4 Hardware 100 20
5 500 series Torque Convertor 459.95 5 Paint 50 0
6 Tapered bearings (front) 79.9 6 Misc. Equipment 50 0
7 Spindles (front wheel) 37.9 7 Linear position Transducer 80 5
8 44" axle 51.95 8 Electronic components 100 0
9 3/4" pillow block 9.95 9 Wire/connectors 50 0
10 pedals 10.5 10 Grease/grease fittings 20 0
11 Axle Bearings 51.95 11 Sheet metal 300 50
12 Rear Axle Hubs 77.9 12
13 Seat 99.95 13
14 Safety Harness 82.95 14
15 Front Shocks 59.98 15
16 Fwd/Rev Gearbox 299.99 16
17 Rear Shocks 96 17
18 Remote Control 60 18
19 reciever 39.99 19
20 Deep Cycle Marine Battery 99.99 20
21 Brake Gearmotor 49.99 21
22 Steering Gearmotor 286 22
23 Linear Actuator 147 23
24 Sprockets 60 24
25 Linear Position encoder 80
26 Special Seat 2000
27 Electronic Components 100

Free Parts Total Value: 4692.49

Total Cost: 2205.36

Total Project Value: 6897.85

54

7.2 Timeline
ID Name Duration Start Finish
1 Statement and Specifications 6.d 9/1/2008 8:00 9/8/2008 17:00
2 Design 1 28.d 9/1/2008 8:00
10/8/2008
17:00
3 Design 2 28.d 9/1/2008 8:00
10/8/2008
17:00
4 Design 3 28.d 9/1/2008 8:00
10/8/2008
17:00
5 Optimal Design 31.d 9/8/2008 8:00
10/20/2008
17:00
6 Rear Chassis Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
7 Front Chassis Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
8 Seat Mount Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
9 Roll Bar Fabrication 22.d
11/22/2008
8:00
12/20/2008
17:00
10 Rear Suspension Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
11 Front Suspension Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
12 Install Engine 14.d 1/1/2009 8:00
1/18/2009
17:00
13 Install Gearbox 15.d 1/1/2009 8:00
1/19/2009
17:00
14 Install Brake Motor 15.d 1/1/2009 8:00
1/19/2009
17:00
15 Install Steering Motor 15.d 1/1/2009 8:00
1/19/2009
17:00
16 Install throttle Servo 15.d 1/1/2009 8:00
1/19/2009
17:00
17 Install Gearbox Linear Actuator 15.d 1/1/2009 8:00
1/19/2009
17:00
18 Install Seat Linear Actuator 15.d 1/1/2009 8:00
1/19/2009
17:00
19 Assemble Full Frame 8.d 1/1/2009 8:00
1/12/2009
17:00
20 Install Battery 14.d 1/2/2009 8:00
1/19/2009
17:00
21 Install Processing Unit 5.d
1/19/2009
8:00
1/23/2009
17:00
22 Design Processing Unit 16.d
12/15/2008
8:00 1/2/2009 17:00
23 Assemble Circuitry 11.d 1/6/2009 8:00
1/18/2009
17:00
24 Program: Joystick 77.d
9/30/2008
8:00
1/12/2009
17:00
25 Program: Steering Wheel and Pedals 77.d
9/30/2008
8:00
1/12/2009
17:00
26 Program: Remote Control 77.d
9/30/2008
8:00
1/12/2009
17:00
27 Program: Input Selector 77.d 9/30/2008 1/12/2009
55

8:00 17:00
28 Program: Emergency Stop 77.d
9/30/2008
8:00
1/12/2009
17:00
29 Program: Speed Governor 77.d
9/30/2008
8:00
1/12/2009
17:00
30 Steering Limit Switches Installation 14.d 1/1/2009 8:00
1/18/2009
17:00
31 Gearbox Limit Switches Installation 14.d 1/1/2009 8:00
1/18/2009
17:00
32 Parts Order 6.d
10/20/2008
8:00
10/27/2008
17:00
33 Steel Stock Preparation 10.d
11/10/2008
8:00
11/21/2008
17:00
34 Processing Unit Testing 5.d
1/12/2009
8:00
1/16/2009
17:00
35 Rack and Pinion Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
36 Steering Wheel Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
37 Pedals Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
38 Linear Position Encoder Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
39 String Potentiometer Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
40 Run Power Cables 5.d
1/12/2009
8:00
1/16/2009
17:00
41 Run Feedback Wires 5.d
1/12/2009
8:00
1/16/2009
17:00
42 Keystart Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
43 State Selector Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
44 Run Wire Conduits 15.d 1/1/2009 8:00
1/19/2009
17:00
45 Hydraulic Brake Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
46 Seat and 5-point Harness Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
47
Assemble Engine/Torque Converter/Gearbox
Unit 15.d 1/1/2009 8:00
1/19/2009
17:00
48 Braking H-Bridge Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
49 Steering Speed Controller Installation 15.d 1/1/2009 8:00
1/19/2009
17:00
50 Seat Bracket Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
51 Testing Phase 25.d
1/26/2009
8:00
2/27/2009
17:00
52 Steering Wheel Assembly Fabrication 5.d
11/10/2008
8:00
11/14/2008
17:00
53 Gearbox Mount Fabrication 4.d
11/22/2008
8:00
11/26/2008
17:00
54 Gearbox Mount Installation 4.d
11/22/2008
8:00
11/26/2008
17:00
55 Install Killswitch 15.d 1/1/2009 8:00 1/19/2009
56

17:00
56 Painting/Cosmetics 1.d
1/23/2009
8:00
1/25/2009
17:00
57 Speed Transducer Installation 7.d 1/1/2009 8:00
1/11/2009
17:00
58 Write Operator's manual 25.d
1/26/2009
8:00
2/27/2009
17:00
59 Transport Metal Stock to Andover 2.d
11/21/2008
8:00
11/22/2008
17:00
60 Transport Fabricated Chassis to Uconn 7.d
1/12/2009
8:00
1/18/2009
17:00

It is estimated that the project will require 650 man hours to complete. The start date in the timeline
refers to the earliest time it is estimated that a task will begin. The finish date refers to the date which
the task must be completed by.
8. Team Members Contributions to the Project
James Paolino
James Paolino has been the lead mechanical designer for the project. The majority of the linkages were
designed by James. He has also done all of the computer drafting for the project using Solidworks 2007.
James chose many of the mechanical parts for the project to be used. Metal preparations have been
done by James and he will be fabricating the chassis of the go-kart as the most experienced welder on
the team. James will also be taking part in the assembly of the mechanical systems of the go-kart.
Eric Leknes
Eric Leknes is the lead programmer for the project, writing the embed C code for the pic
microproecssors. The programs for the control systems, the kill switch, the speed governor, the input
selector, and other software will be programmed by Eric. Eric will also be dealing with the various inputs
and outputs going into the microprocessor. The wireless interface for the remote control of the go-kart
will be handled primarily by Eric. The power management for the speed controllers will be handled by
Eric as well. Eric will be working to design the circuitry of the go-kart.
Alexander Jadczak
Alex Jadczak will be working on the fabrication of the go-kart doing preparatory work required for
welding the chassis and the finishing work required post welding. Alex will also be working on the
assembly of the mechanical systems once the chassis has been completed. Alex will be working to
design the circuitry of the go-kart and will be soldering all of the circuitry once it has been designed. The
interfaces between the electronics and the mechanics of the go-kart will be handled by Alex.
Tarek Tantawy
Tarek Tantawy has been working on the mechanical systems of the go-kart, focusing on the systems
required for the seat of the go-kart. Tarek worked to design the seat assembly for the design of the go-
kart. Tarek also has been doing preparatory work on the steel stock so it will be ready for welding and
57

fabrication of the chassis. The parts ordering for the project was completed by Tarek. Tarek will be in
charge of painting the go-kart and the cosmetics of the go-kart.
9. Conclusion

The goal of this project is to design a go-kart for a client suffering from Cerebral Palsy. Safety is the most
important aspect of this design, therefore a remote control system and a remote kill switch must be
incorporated into the design along with the control methods the operator will be using in order for this
go-kart to be safe for the client. A reinforced chassis has been designed to keep the operator safe in the
event of a collision. The current design fulfils these safety requirements and exceeds the safety
requirements for a collision as demonstrated by the structural analysis. The proposed go-kart will allow
the client to experience driving a go-kart on his own while still remaining safe while operating it.
10. References

1. Alex Peslak, Alex Kattamis and Steve Ricciardelli. E-Racer: An Electric Go-Kart. University of
Connecticut. NSF 2001 Engineering Senior Design Projects to Aid Persons with Disabilities.
Retrieved on 25 September 2008.
<http://www.engin.swarthmore.edu/academics/courses/e90/2005_6/E90Reports/EK_DM_final
.pdf>

2. Joel G. Landau, James J. LaPenna and Todd M. Piche. Recreational Electra-Scooter for Special
Children: A Fixed-Radius-Turn, On-Off-Control Wheelchair Carrier. State University of New
York-Buffalo. NSF 1994 Engineering Senior Design Projects to Aid the Disabled. Retrieved on 25
September 2008. <http://nsfpad.bme.uconn.edu/1994/chapter_8.pdf>.

3. Kevin Arpin, Michael Marquis, Allison Meisner and Travis Ward. E-Racer. University of
Connecticut. NSF 2008 Engineering Senior Design Projects to Aid Persons with Disabilities.
Retrieved on 25 September 2008.
<http://www.bme.uconn.edu/sendes/Spring08/Team3/PDFs/291%20Final%20Report.pdf>.

4. Go-Kart by Mobility4Kids. ABLEDATA. Retrieved on 25 September 2008.
<http://www.abledata.com/abledata.cfm?pageid=113583&top=0&productid=160295&trail=0>

5. Roberts, Keith Alan. Handi-Driver. United States Patent Application Publication. Retrieved
on 25 September 2008. <http://www.freepatentsonline.com/20020184961.pdf>.

6. Simple H Bridge information Retrieved on 20 October 2008
<http://www.robotmarketplace.com/products/RP-SMPH.html >

7. IFI Thor 883 Speed Controller Retrieved on 20 October 2008
<http://www.robotmarketplace.com/products/IFI-T883.html>

58

8. Tecumseh Formula Horizontal Engine with Electric Start Retrieved 20 October 2008
<http://www.northerntool.com/webapp/wcs/stores/servlet/ProductDisplay?storeId=6970&pro
ductId=394&R=394>

9. Gearbox Retrieved on 20 October 2008 <http://www.mfgsupply.com/m/c/218390A.html>

10. Torque Convertor Retrieved 20 October 2008
<http://www.ubuilditplans.com/NEWUBUILDIT.HTML#40>

11. Dayton Gearmotor Retrieved 20 October 2008
<http://kingsolar.com/catalog/mfg/dayton/1l469.html>

11. Acknowledgements

The S-90 Go-kart team thanks the following for their support in this project:
Rich and Serj of the University of Connecticut Machine Shop for the use of tools, space, and all of their
wisdom.
The National Science Foundation Projects to Aid Persons with Disabilities Project for funding.
Dr. John Enderle of the University of Connecticut
Mr. David Price of the University of Connecticut
12. Appendix
12.1 Updated Specifications

All specifications are up to date
12.2 Purchase Requisitions

59

60

PURCHASE ORDER REQUISITION - UCONN BME SENIOR DESIGN LAB
Instructions: Students are to fill out boxed areas with white background
Each Vendor will require a different purchase requisition
Date: October 27, 2008 Team # 1
Student Name: Tarek Tantawy Total Expenses 0
Ship to: University of Connecticut Lab Admin only:
Biomedical Engineering FRS #
U-2247, 260 Glenbrook Road Student Initial Budget
Storrs, CT 06269-2247 Student Current Budget
Attn: Tarek Tantawy Project Sponsor
Project Name: S-90 Go Kart
ONLY ONE COMPANY PER REQUISITION
Catalog # Description Unit QTY Unit Price Amount
2081830 RustOleum 12oz Sp Gray Auto Primer 6 each 2 $23.79 $47.58
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
Comments
Price Quote Shipping $12.45
File Name: Total: $47.58
Yes or No Vendor Accepts Purchase Orders?
Vendor: Hardware World
Address:
Authorization:
customerservice@hardwareworld.com
Phone:
Contact Name: ______________________________
61

1095K65 grease fittings 10 pack 3 2.9 $8.70
4444T211 tie rod end each 4 4.93 $19.72
6325k21 Plain bore spur gear each 1 33.7 $33.70
6325k16 Plain bore spur gear each 1 21.54 $21.54
3813t3 Mounted Bearings each 2 2.53 $5.06
$0.00
$0.00
$0.00
Comments
Vendor: McMaster-Carr
Address: 200 New Canton Way
Robbinsville, NJ 08691-2343 Authorization:

Phone: (609) 689-3000
Contact Name: ______________________________

62

Date: November 12, 2008 Team # 1
Student
Name: Tarek Tantawy
Total
Expenses 0
Attn: Tarek Tantawy
Project
Sponsor
Catalog # Description Unit QTY
Unit
Price Amount
R234-4140 3/4 inch Alloy 4140 Steel Round - Cold Drawn Annealed
6.0
Ft. 2 $40.50 $81.00
T21120 1 OD x .120 wall x .760 ID DOM Seamless Structural Round Steel Tube
4.0
Ft. 1 $23.80 $23.80
$0.00
$0.00
$0.00
Comments
Vendor: Metals Depot
Address: 4200 Revilo Road,
Winchester, KY 40391 USA Authorization:

Phone: 1-859-745-2650
Contact
Name: ______________________________

63

Student
Name: Tarek Tantawy Total Expenses 0
Unit
Price Amount
T21121 1-1/2 OD x .250 wall x 1.00 ID DOM Seamless Structural Round Steel Tube 8.0 Ft. 1 $148.16 $148.16
SQ11 1 x 1 Square Bar Hot Rolled A-36 Steel Square 4.0 Ft. 1 $22.08 $22.08
T11111 1 X 1 X 11 GA (.120 wall) A513 Steel Structural Square Tube 12.0 Ft. 4 $24.96 $99.84
R158 5/8 inch Dia. Round Bar Hot Rolled A-36 Steel Round 2.0 Ft. 1 $4.68 $4.68
T278120 7/8 OD X .120 wall X .635 ID DOM Seamless Structural Round Steel Tube 2.0 Ft. 1 $12.18 $12.18
R234-4140 3/4 inch Alloy 4140 Steel Round - Cold Drawn Annealed 12.0 Ft. 1 $64.80 $64.80
T21120 1 OD x .120 wall x .760 ID DOM Seamless Structural Round Steel Tube 8.0 Ft. 1 $47.60 $47.60
F3182 1/8 X 2 Cold Finished C1018 Flat Bar 4.0 Ft. 1 $12.72 $12.72
C111218 1 wide X 1/2 legs X 1/8 web A-36 Steel Channel 4.0 Ft. 1 $10.08 $10.08
A111218 1-1/2 X 1-1/2 X 1/8 Steel Angle A-36 Steel Angle 6.0 Ft. 1 $14.16 $14.16
T111211 1-1/2 X 1-1/2 X 11 GA (.120 wall) A513 Steel Structural Square Tube 12.0 Ft. 1 $51.24 $51.24
Comments
Vendor: Metals Depot
Address: 4200 Revilo Road,
Winchester, KY 40391 USA Authorization:

Phone: 1-859-745-2650
Contact
Name: ______________________________

64

Student
Name: Tarek Tantawy
Total
Expenses 0
Attn: Tarek Tantawy
Project
Sponsor
Unit
Price Amount
HM100-
168416T
Tecumseh Formula Horizontal Engine with
Electric Start 10 HP, 1in. x 2 7/8in. Shaft each 1 $539.99 $539.99
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
Comments
Vendor: Northern Tools
Address: 2800 Southcross Drive West
Burnsville, Minnesota 55306 Authorization:

Phone: 952-895-6866
Contact
Name: ______________________________

65


0C-WI10Gb 10 gauge high-strand count wire - Black per foot 20 $0.79 $15.80
0C-WI10Gr 10 gauge high-strand count wire - Red per foot 20 $0.79 $15.80
$0.00
$0.00
$0.00
$0.00
$0.00
Comments
Vendor: Robot Marketplace
Address: 2824 65th Street E.
Bradenton, FL 34208 Authorization:

Phone: (877)-762-6899
Contact Name: ______________________________

66

Date: November 13, 2008 Team # 1

MB-SBPP202-10 5/8 bore SBPP Pillow Block each 2 $13.05 $26.10
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
Comments

Phone: (877)-762-6899
Contact Name: ______________________________

67

IFI-T883 IFI Thor 883-with 12V fan each 1 $185 $185.00
0-SYREN25 SyRen 25A Regenerative Motor Driver each 1 $74.99 $74.99
0C-WI10Gb 10 gauge high-strand count wire - Black per foot 20 $0.79 $15.80
0C-WI10Gr 10 gauge high-strand count wire - Red per foot 20 $0.79 $15.80
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
Comments

Phone: (877)-762-6899
Contact Name: ______________________________

68

12.3 Stress Analysis
Appendix A: Gear Stress Analysis

Author: James Paolino

Company: UConn

Date: 10/21/08

1. File Information
2. Materials
3. Load & Restraint Information
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Appendix

1. File Information

Model
name:
drive Gear
Model
location:
C:\Documents and Settings\JFP\My Documents\Solidworks\Senior
Design\drive Gear.SLDPRT
Results
location:
Design\Analysis
Study name: COSMOSXpressStudy (-Default-)
69

2. Materials

No. Part Name Material Mass Volume
1 drive Gear [SW]Plain Carbon Steel 6.98141 lb 24.7749 in^3


Restraint
Restraint1 <drive
Gear>
on 1 Face(s) immovable (no translation).
Description:

Load
Load1 <drive Gear> on 33 Face(s) apply normal force 2 lb using uniform
distribution
Description:
4. Study Property

Mesh Information
Mesh Type: Solid mesh
Mesher Used: Standard
Automatic Transition: Off
70

Smooth Surface: On
Jacobian Check: 4 Points
Element Size: 0.2916 in
Tolerance: 0.01458 in
Quality: High
Number of elements: 18229
Number of nodes: 33692
Time to complete mesh(hh;mm;ss): 00:00:13
Computer name: JAMES

Solver Information
Quality: High
Solver Type: Automatic

5. Results

5a. Stress

Name Type Min Location Max Location
Plot1 VON: von Mises stress
763.576
N/m^2

(0.25 in,
3.68637
in,
3.64687
1.28308e+008
N/m^2

(0.177083
in,
-0.484123
in,
71

in)

-0.125 in)

drive Gear-COSMOSXpressStudy-Stress-Plot1
JPEG

72

5b. Displacement

Plot2
URES: Resultant
displacement
0 mm

(1.125 in,
-0.484123 in,
-0.125 in)

0.19888 mm

(0.25 in,
5.06185 in,
1.39291 in)

drive Gear-COSMOSXpressStudy-Displacement-Plot2
JPEG
73

5c. Deformation

drive Gear-COSMOSXpressStudy-Deformation-Plot3
JPEG
74

5d. Design Check

drive Gear-COSMOSXpressStudy-Design Check-Plot4
JPEG
75

6. Appendix

Material name: [SW]Plain Carbon Steel
Description:
Material Source: Used SolidWorks material
76

Material Library Name:
Material Model Type: Linear Elastic Isotropic
Property Name Value Units
Elastic modulus 3.0463e+007 psi
Poisson's ratio 0.28 NA
Mass density 0.28179 lb/in^3
Yield strength 32000 psi

77

Appendix B: Roll Bar Stress Analysis


Company: UConn

Date: 10/22/08

1. File Information
2. Materials
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Conclusion
7. Appendix

1. File Information
Model name: Roll Bar
Model
location:
Design\Roll Bar.SLDPRT
Results
location:
Design\Analysis
78

2. Materials

1 Roll Bar [SW]Plain Carbon Steel 34.2632 lb 121.59 in^3


Restraint
Restraint1 <Roll Bar> on 2 Face(s) immovable (no translation).
Description:

Load
Load1 <Roll Bar> on 1 Face(s) apply force -1000 lb normal to reference
plane with respect to selected reference Right Plane using
uniform distribution
Description:
4. Study Property

Mesh Information
79

Smooth Surface: On
Quality: High

Solver Information
Quality: High

5. Results

5a. Stress

128355
N/m^2
(21.125
in,
1.87348e+008
N/m^2
(21.25 in,
0.232878
80

13.7397
in,
0 in)

in,
0 in)

Roll Bar-COSMOSXpressStudy-Stress-Plot1
JPEG

81

5b. Displacement

Plot2
URES: Resultant
displacement
0
mm

(-0.433013
in,
0 in,
0.25 in)

4.54771
mm

(9.35526 in,
39.2614 in,
-0.130236
in)

Roll Bar-COSMOSXpressStudy-Displacement-Plot2
JPEG
82

5c. Deformation

Roll Bar-COSMOSXpressStudy-Deformation-Plot3
JPEG
83

5d. Design Check

Roll Bar-COSMOSXpressStudy-Design Check-Plot4
JPEG
84

6. Conclusion

This analysis shows that the roll bar can easily withstand a direct side impact force of 1000lbs without
any extra supports, and since there will be extra supports and the vehicle with a 200lb passenger is
estimated to weigh 750lbs, this means that the roll bar is more than strong enough to withstand a
vehicle rollover with minimal strain effects.

7. Appendix

85

Description:

86

Appendix C: Rear Suspension Bar Stress Analysis


Company: UConn

Date: 10/22/08

1. File Information
2. Materials
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Conclusion
7. Appendix

1. File Information

Model
name:
Rear Chassis
Model
location:
Design\Rear Chassis.SLDPRT
Results
location:
Design\Analysis
87


2. Materials

1 Rear Chassis [SW]Plain Carbon Steel 53.5551 lb 190.051 in^3


Restraint
Restraint1 <Rear
Chassis>
88

Description:

Load
Load1 <Rear Chassis> on 1 Face(s) apply force 200 lb normal to reference plane
with respect to selected reference Front Plane using
uniform distribution
Description:
4. Study Property

Mesh Information
Smooth Surface: On
Quality: High

89

Solver Information
Quality: High

5. Results

5a. Stress

132946
N/m^2

(-
7.50862
in,
9.71524
in,
28.625
in)

6.90272e+007
N/m^2

(-
12.7759
in,
9.71524
in,
28.625
in)

Rear Chassis-COSMOSXpressStudy-Stress-Plot1
JPEG
90

5b. Displacement

Plot2
URES: Resultant
displacement
0
mm

(13 in,
10.04 in,
28.0625
0.492878
mm

(5.2377e-007
in,
9.34594 in,
91

in)

28.3151 in)

Rear Chassis-COSMOSXpressStudy-Displacement-Plot2
JPEG

92

5c. Deformation

Rear Chassis-COSMOSXpressStudy-Deformation-Plot3
JPEG

93

5d. Design Check

Rear Chassis-COSMOSXpressStudy-Design Check-Plot4
JPEG

94

6. Conclusion

This Analysis shows that the rear suspension bar can withstand a force of 200lbs with a safety factor of
3.2. This is important because the estimated weight of the vehicle is about 750lbs with a 200lb rider, and
the force that the rear suspension bar will see will be about 1/12th of that due to the mechanical design
of where the suspension pins are located and the weight distribution of the vehicle. Using a 200lb force
simulates more than the bar will probably ever see, and the high safety factor of 3.2 proves that it will
be stable.

7. Appendix

Description:

95

Appendix D: Front Bumper Analysis


Company: UConn

Date: 10/18/08

1. File Information
2. Materials
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Appendix

1. File Information

Model
name:
Front Bumper
Model
location:
Design\Front Bumper.SLDPRT
Results
location:
Design\Analysis

96

2. Materials

1 Front Bumper [SW]Plain Carbon Steel 11.2814 lb 40.0343 in^3


Restraint
Restraint1 <Front
Bumper>
Description:

Load
Load1 <Front Bumper> on 1 Face(s) apply normal force 1000 lb using uniform
distribution
Description:
4. Study Property

Mesh Information
97

Smooth Surface: On
Quality: High

Solver Information
Quality: High

5. Results

5a. Stress

1.30864e+007
N/m^2
(18.5 in,
2.01538e+007
N/m^2
(19 in,
98

0.12 in,
0.069282
in)

1 in,
0.57735
in)

Front Bumper-COSMOSXpressStudy-Stress-Plot1
JPEG

99

5b. Displacement

Plot2
URES: Resultant
displacement
0 mm

(18 in,
1 in,
0.57735 in)

0.0203959 mm

(19 in,
0 in,
9 in)

Front Bumper-COSMOSXpressStudy-Displacement-Plot2
JPEG
100

5c. Deformation

Front Bumper-COSMOSXpressStudy-Deformation-Plot3
JPEG
101

5d. Design Check

Front Bumper-COSMOSXpressStudy-Design Check-Plot4
JPEG
102

6. Appendix

Description:
103


104

Appendix E: Front Suspension Arm Top


Company: UConn

Date: 10/18/08

1. File Information
2. Materials
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Appendix

1. File Information

Model
name:
Front upper suspension arm
Model
location:
Design\Front upper suspension arm.SLDPRT
Results
location:
Design\Analysis
105

Study
name:
COSMOSXpressStudy (-Default-)

2. Materials

1 Front upper suspension arm [SW]Plain Carbon Steel 2.82932 lb 10.0404 in^3


Restraint
Restraint1 <Front
upper suspension
arm>
Description:

Load
Load1 <Front upper
suspension arm>
on 1 Face(s) apply normal force 1000 lb using uniform
distribution
Description:
4. Study Property

Mesh Information
106

Smooth Surface: On
Quality: High

Solver Information
Quality: High

5. Results

5a. Stress

Plot1
VON: von Mises
stress
1602.48
N/m^2

(2.97282 in,
3.58077e+008
N/m^2

(1.13778
in,
107

6.07467 in,
0.000514865
in)

5.56878
in,
-
0.0970571
in)

Front upper suspension arm-COSMOSXpressStudy-Stress-Plot1
JPEG
108

5b. Displacement

Plot2
URES: Resultant
displacement
0
mm

(6 in,
6.32476
in,
-0.1875
0.509984
mm

(0 in,
-0.375 in,
6.88841e-017
in)

109

in)

Front upper suspension arm-COSMOSXpressStudy-Displacement-Plot2
JPEG

110

5c. Deformation

Front upper suspension arm-COSMOSXpressStudy-Deformation-Plot3
JPEG

111

5d. Design Check

Front upper suspension arm-COSMOSXpressStudy-Design Check-Plot4
JPEG

112

6. Appendix

Description:

Material Library Name: SolidWorks Materials
Shear modulus 7.9e+010 psi
Tensile strength 3.9983e+008 psi
Thermal expansion coefficient 1.3e-005 /Fahrenheit
Thermal conductivity 43 BTU/(in.s.F)
Specific heat 440 Btu/(lb.F)
113

Appendix F: Front Spindle Analysis


Company: UConn

Date: 10/18/08

1. File Information
2. Materials
4. Study Property
5. Results
a. Stress
b. Displacement
c. Deformation
d. Design Check
6. Appendix

1. File Information

Model
name:
left front wheel spindle
Model
location:
Design\left front wheel spindle.SLDPRT
Results C:\Documents and Settings\JFP\My Documents\Solidworks\Senior
114

location: Design\Analysis
Study name: COSMOSXpressStudy (-Default<As Machined>-)

2. Materials

1 left front wheel spindle [SW]Plain Carbon Steel 1.092 lb 3.87518 in^3


Restraint
Restraint1 <left front
wheel spindle>
Description:

Load
Load1 <left front on 1 Face(s) apply force 1000 lb normal to reference plane
115

wheel spindle> with respect to selected reference Plane1 using uniform
distribution
Description:
4. Study Property

Mesh Information
Smooth Surface: On
Quality: High

Solver Information
Quality: High
116

5. Results

5a. Stress

Plot1
VON: von Mises
stress
61149.7
N/m^2

(-4 in,
7.59846e-
011 in,
-
0.000688199
in)

3.78614e+008
N/m^2

(-
0.0645162
in,
0.0558909
in,
-0.370812
in)

left front wheel spindle-COSMOSXpressStudy-Stress-Plot1
JPEG
117

5b. Displacement

Plot2
URES: Resultant
displacement
0
mm

(0.375 in,
-0.5625 in,
-0.32476
in)

0.511001
mm

(-4 in,
4.59227e-017
in,
-0.375 in)

118

left front wheel spindle-COSMOSXpressStudy-Displacement-Plot2
JPEG

5c. Deformation

119

left front wheel spindle-COSMOSXpressStudy-Deformation-Plot3
JPEG

5d. Design Check

120

left front wheel spindle-COSMOSXpressStudy-Design Check-Plot4
JPEG

6. Appendix

121

Description:



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