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REDESIGN OF GO KART TRANSMISSION SYSTEM

Michael Liew Kok Yin

TL 236

M621 2004

Bachelor of Engineering with Honours

(Mechanical Engineering and Manufacturing Systems) 2004

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BORANG PENYERAIIAN TESIS

Judul: Redesign of Go-kart Transmission System

SESI PENGAJIAN: 2003 - 2004

Saya MICHAEL LIEW KOK YIN

(HURUF BESAR)

mengaku membenarkan tesis ini disimpan di Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dengan syarat-syarat kegunaan seperti berikut:

Hakmilik kertas projek adalah di bawah nama penulis melainkan penulisan sebagai projek bersama dan dibiayai oleh Universiti Malaysia Sarawak, hak miliknya adalah kepunyaan Universiti Malaysia Sarawak.

Naskhah salinan di dalam bentuk kertas atau mikro hanya boleh dibuat dengan kebenaran bertulis daripada Universiti Malaysia Sarawak atau penulis.

Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dibenarkan membuat salinan untuk pengajian mereka.

Kertas projek hanya boleh diterbitkan dengan kebenaran penulis atau Universiti Malaysia Sarawak. Bayaran royalti adalah mengikut kadar yang dipersetujui kelak.

* Saya feen+benarlrea / tidak membenarkan Perpustakaan membuat salinan kertas projek ini sebagai bahan pertukaran di antara institusi pengajian tinggi.

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F--j SULIT (Mengandungi maklumat yang berdarjah keselamatan atau kepentingan Malaysia seperti yang termaktub di dalam AKTA RAHSIA RASMI 1972).

r--j TERHAD (Mengandungi maklumat TERHAD yang telah ditentukan oleh organisasi / badan di mana penyelidikan dijalankan).

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(TANDATANGAN PENULIS) (TANIPAT6DW4RN PENYELIA)

Alamat tetap: Peti Surat 396,

89208 Tuaran, En. Syed Tarmizi Syed Shazali

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APPROVAL SHEET

This thesis entitled "Redesign of Go-kart Transmission System" was prepared and presented by Michael Liew Kok Yin as a partial fulfillment of the requirement for the Bachelor degree in Mechanical Engineering and Manufacturing System was hereby read and approved by:

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En. Syearmizi Syed Shazali Supervisor

Faculty of Engineering

Universiti Malaysia Sarawak

Date

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UNIVERSITY MALAYSIA SARAWAK .

94300 Kota Samarahan

P. KHIDMAT MAKLUMAT AKADEMK UNIMAa

11111 IIIgIIIVIIAA

1000125780

REDESIGN OF GO KART TRANSMISSION SYSTEM

MICHAEL LIEW KOK YIN

This project is submitted in partial fulfillment of

the requirements for the degree of Bachelor of Engineering with Honours (Mechanical Engineering and Manufacturing System)

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Faculty of Engineering

UNIVERSITI MALAYSIA SARAWAK

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Dedicated to my beloved family

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ACKNOWLEDGEMENT

First of all, the author of this report would like to take this opportunity to thank all the people who lend their helping hand in making this project a success. The author wishes to convey his heartfelt thanks and gratitude to Mr. Syed Tarmizi Syed Shazali for his supervision, expert advice and assistance in conducting this thesis. The author would also like to express his sincere appreciation to all mechanical laboratory technicians, especially Mr. Masri b. Zaini, for sacrificing their time and providing helpful advice. This project could not be completed without their assistance.

The author would also like to express his gratitude to Mr. Opec Kadri the owner and Managing Director of Cosama Sdn Bhd and Mr. Ges Denis Ramin, the M&D Automobile Sdn Bhd go kart mechanic, who generously provided their expert opinion on go kart.

The author is indebted to his colleagues for their continuous support, encouragement and assistance during the course of the project. The author is especially indebted to his beloved family, for their patience, encouragement and endless support.

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ABSTRACT

Go-kart racing nowadays has rapidly gain popularity in our local sports scenery. For that reason, there is a need to improved the performance of Unimas own go-kart. Therefore, this report is about redesigning the transmission system of the go-kart in view of achieving higher performance. The transmission system of go-kart consists of the engine, the centrifugal clutch and the chain drive system. The part selected for redesigning was the centrifugal clutch system and in view to provide the go-kart with more power, a new engine was installed.

Detailed information on the operation of the centrifugal clutch system is included in chapter two. The overall performances of the go-kart were verified through experiment and test run.

The overall output power of the go-kart were determined by speeding the go-kart within a measured distance (100 meter). By using this method, the velocity, acceleration, force and the total horsepower of the go-kart were verified. This experiment provides the detailed performance of the go-kart. The final chapter concludes the project achievement and recommendations are given to serve as an orientation for further improvement on the go-kart performances.

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AB STRAK

Perlumbaan Go-kart pada masa kini semakin mendapat sambutan yang hangat di arena sukan tempatan. Oleh demikian, terdapat keperluan untuk meningkatkan prestasi go-kart Unimas.

Oleh itu, kertas kerja ini adalah mengenai merekabentuk bahagian sistem transmisi go-kart yang sedia ada untuk mencapai prestasi yang lebih tinggi. Sistem transmisi go-kart terdiri daripada enjin, pencengkam daya empar dan juga rangkaian sistem rantai. Bahagian yang direkabentuk semula ialah sistem pencengkam daya empar dan untuk memberikan go-kart tersebut lebih tenaga, enjin baru dipasangkan. Maklumat yang lebih mendalam mengenai cara pengoperasian sistem pencengkam daya empar boleh didapati pada bab dua. Eksperimen dan uji pandu dijalankan untuk mendapatkan prestasi keseluruhan go-kart. Kuasa keluaran keseluruhan bagi go-kart tersebut dapat ditentukan dengan memecut go-kart pada suatu jarak yang telah ditetapkan (100 meter). Dengan menggunakan kaedah ini, kelajuan, pecutan, daya dan juga kuasa kuda go-kart tersebut dapat ditentukan. Eksperimen ini memberi maklumat menyeluruh mengenai prestasi go-kart tersebut. Bab terakhir memberi rumusan terhadap pencapaian projek dan cadangan diberikan untuk dijadikan rujukan dalam meningkatkan lagi prestasi go-kart tersebut.

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CHAPTER 3 METHODOLOGY

3.1 Data Collection from Research 3.2 Data Collection from Interview

3.3 Information on the Current Transmission System

3.4 Raw Material Purchasing 3.5 Project Planning

3.6 Project Modeling and Construction 3.6.1 Clutch System Construction 3.6.2 EY20 Engine Installation

3.7 Testing and Evaluation

3.8 Documentation and Presentation

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38 40 40 41 41 46 50

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CHAPTER 4 RESULTS AND DISCUSSION

4.1 Experiment 1 (100m Speeding of Go Kart) 52

4.1.1 Experiment 1 Results 53

4.2 Experiment 2 (Determining the Top Speed and the Cornering speed) 57

4.2.1 Experiment 2 Results 58

4.3 Comparison of Results 60

4.5 Discussion 61

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CHAPTER 5 CONCLUSION AND RECOMMENDATIONS 5.1 Conclusion

5.2 Recommendation

BIBLIOGRAPY

APPENDIX A

64 65

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APPENDIX B 72

APPENDIX C 74

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LIST OF FIGURES

Description Pages

2.1 Centrifugal Clutch 7

(Extracted from http: //www. LehaneCentrifugalClutches. htm)

2.2 Cutaway (a) and exploded (b) view of a clutch assembly, showing the various components.

(Extracted from Manual Drive Trains And Axles, P. 22)

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2.3 A clutch is applied when the spring(s) push the pressure plate 10 toward the flywheel, squeezing the disc against the flywheel (top).

Pushing on the clutch pedal forces the release bearing to pull the pressure plate away from the disc, releasing the clutch (bottom).

2.4 Exploded view of a clutch disc showing the various parts. 13 (Extracted from Manual Drive Trains And Axles, P. 24)

2.5 During apply and release, the clutch hub must slide slightly on the 14 transmission shaft, as the facing moves toward or away from the

flywheel. (Extracted from Manual Drive Trains And Axles, P. 24)

2.6 Cushioned disc (a) and rigid disc (b) that has the plate connected directly to the hub.

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2.7 (a) When an engine runs, the crankshaft and flywheel must speed up and slow during each revolution. (b) The torsional springs and damper assembly reduce these speed fluctuations.

2.8 As the clutch facing temperature increases, its ability to transfer torque decreases (top) and its wear rate increases (bottom). Facing A is a normal production facing material; facing B is a heavy-duty, high-performance facing.

2.9 (a) The facing is riveted to one end of the Marcel segments in an alternating manner. (b) This allows the Marcel to expand while the clutch is released and compress during clutch engagement.

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17

18

2.10 Most asbestos and non-asbestos organic facings have a series of 19 grooves cut across the surface.

2.11 When a clutch is released, the Marcel springs expand the thickness of the facing (bottom). During reapplication of the clutch, these segments compress, causing a slight lag and much smoother application (top).

2.12 The major styles of pressure plate assembly are Borg and Beck (a), Diaphragm (b), and Long (c); the Auburn design (d) is used occasionally.

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2.13 One older-design pull-type pressure plate assembly is operated through 22 a push rod that slides through the transaxle shaft; note how the clutch

cover attaches to the crankshaft.

2.14 (a) A more common pull style connects the release bearing to the diaphragm fingers so that the release bearing can pull on them. A pull clutch has a better lever ratio, as shown in b.

2.15 The pressure plates clamping load of a diaphragm spring clutch actually increases slightly as the facing wears (top). The released bearing load increases only lightly after the point of pressure plate lift-off(bottom).

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2.16 This pressure plate assembly (a) includes an adjustable fulcrum that moves 26 to compensate for disc facing wear (b). The fulcrum (4) rotates slightly to

keep the finger geometry and pedal effort consistent.

2.17 (a) In a Borg and Beck clutch, release motion of the throw-out bearing 27 forces the release lever to pivot at the eyebolt and move the pressure plate

toward the cover. (b) A similar motion occurs at the diaphragm spring in a diaphragm clutch.

2.18 At speed, the weights on the release levers of a Long clutch try to fly 28 outward. This action increases the clamping force on the clutch disc.

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2.19 A bent diaphragm clutch. The shape of the fingers keeps the fingers and 29 release bearing from going past center during clutch release.

2.20 This modular clutch assembly combines the flywheel, clutch disc, and 29 Pressure plate in one assembly that is riveted together. The assembly

is attached to a flex-plate just like the torque converter with an automatic transmission.

2.21 Double disc clutch; note the front pressure plate (floater plate) between the 30 two discs. The second disc doubles the torque capacity of the clutch.

2.22 (a) Cutaway view of a clutch release bearing with the critical dimensions. 31 A release bearing can be mounted onto a hub (b) or made integral with the

hub (c). (Extracted from Manual Drive Trains And Axles, P. 34)

2.23 The release bearing is operated by either a release fork (a) or a cross shaft 32 (b). (Extracted from Manual Drive Trains And Axles, P. 35)

2.24 A self-aligning release bearing can compensate for slight misalignments 32 between the bearing and the pressure plate levers.

2.25 (a) A flat-faced released bearing is used with curled or curved release 33 levers. (b) A radiuses, or curved-face, bearing is used with flat fingers.

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2.26 This release bearing has a disc of carbon on the face where it contacts a 33 polished disc attached to the release levers.

2.27 Pilot bushings and bearings come in various sizes to fit particular 34 installations. (Extracted from Manual Drive Trains And Axles, P. 36)

2.28 When the clutch pedal is at its released position (a), there is clearance 35 between the release bearing and the release levers. As the pedal moves

through its free travel (b), the release bearing contacts the release levers.

The pressure plate moves away from the disc (with the Marcel expanded) at point C, and further travel of the pedal to point D produces an air gap between the disc and the pressure plate and flywheel. Self-adjusting clutches release to point B.

3.1 Some of the go-karts found in M&D Sdn. Bhd.

(Quoted from M&D Sdn. Bhd. )

3.2: The back view of the Unimas's go-kart.

3.3 Go-kart Engine (Extracted from http: //www. vintagekarts. com)

3.4 The exploded view of the clutch.

3.5 Drawing of work piece 1.

3.6 Drawing of work piece 2.

3.7 Turning process on the work piece.

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3.8 Drilling and treading process on work piece.

3.9 Work piece 1 and work piece 2.

3.10 Fitting the clutch to the engine crankshaft.

3.11 The redesign centrifugal clutch system.

3.12 Engine stopper.

3.13 Rubber pad for mounting purposes.

3.14 Engine is bolted to the chassis.

3.15 Connection of the chain to the sprockets.

3.16 Tuning the idling speed of the engine.

3.17 Go kart test run.

3.18 Go kart overview.

4.1 Kart Data 2000 software.

4.2 Kart Data 2000 Calculation

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LIST OF TABLES

4.1

4.2

4.3

Description

Top Speed of the Go Kart

Cornering Speed of the Go Kart

Comparison of results

Pages

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60

61

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LIST OF FORMULA

Formula

2.1

4.1

4.2

4.3

4.4

Description

Torque Capacity

Linear Motion Formula

Pages

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52

4.5

4.6

4.7

Force

Power

Engine Efficiency

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CHAPTER 1 INTRODUCTION

Since the introduction of motor sport racing in Malaysia and the completion of Sepang International Circuit, the popularity of this sport is on the rise. As a result, go-kart racing or simply known as karting began to gain recognition because it required less investment compare to Formula-1 racing and no age limitation. These mean that people from all ages can join this sport and it is cheap too. Karting is a vast sport, with many adaptations on the main speed and thrills theme. It is so much more flexible than most other motor sports whilst still combining all the elements of professional racing. Karting has already established

itself as the first step on the ladder to motor racing success.

1.1 History of Go-Kart

In 1956, a string of events caused thousands of surplus 2-cycle engines to materialize on the market and it was only natural that someone would find a use for them. The use: a miniature car, and the person credited with the first recorded adaptation was Art Ingels.

Ingels was familiar with racing and an employee of a famous racing chassis manufacturer in

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southern California. He was involved with Indy car design and production from 1951 to 1958.

Late in 1956, Ingels acquired one of the surplus engines, a 2.5-HP lightweight West Bend brand. Soon thereafter he designed and built a simple tubular steel chassis, added some semi-pneumatic tires, a bicycle chain and the first go-kart was invented. He was amazed at what he had built and how quickly it moved across the test parking lot, but he did not know what he had started. He just had a fun machine that he, his family and friends could enjoy.

In 1957, another auto racer from the same area, Duffy Livingstone, built another version of Ingels' miniature car. After experiencing the same enthusiasm in the Rose Bowl parking lot that Ingels did during his test period, he and a partner investigated manufacturing the vehicle and marketing it.

Later in the summer of 1957, Rod and Custom magazine heard about the little car and wanted to do an article on it. At that time there were approximately 30 vehicles in existence.

After writing the story, the Rod and Custom editors needed a title, so they elected to call the tiny motorized creations go-karts - after the name go-cart originally defined as a baby carriage as far back as 1689. The term stuck and go-karting was off and running. Soon after, Livingstone and his partner formed Go-Kart Manufacturing Company and began shipping do-it-yourself kits.

After watching the sales soar at Go-Kart Manufacturing Co., Ingels and a partner, Lou Borelli, formed a partnership and built their own version, which they named Carettas. Go-

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kart racing began shortly thereafter and it soon realized that some governing body must be organized to set standards for chassis design and set racing rules. All different shapes and sizes were being built out of various materials. Some were built from water pipe, some with three wheels, some with huge wheels, and some with tiny. There were karts with wheelbase and tread dimensions nearly equal or very long and narrow. Every manufacturer had what they thought was the best design, safe or not.

In December 1957, the first kart club was organized: The Go Kart Club of America.

Chassis requirements were set, classes organized to pit equal against equal. Safe, organized kart racing had begun. By 1960, a few short years later, there were over 100 kart manufacturers in the United States alone with many others in Europe, South America, Australia, etc. There were all shapes, designs and materials used to build karts or go-karts, as they were still known then, but they all had one thing in common; they were there at the beginning of the phenomenon called go-karting.

1.2 The Present and Future of Go-Kart

Go-kart racing is an affordable motor sport, which has brought enjoyment and pleasure to millions and it continues to do so today. It is safer motor sport compare to Formula One racing.

Nowadays, go-kart racing is not only known as a cheaper and smaller way of motor sport racing but it is also an important stage where future driver are exposed at this stage of racing before they move on to the grand stage of racing which is the Formula One. Go-kart

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racing has also produced many outstanding NASCAR, SCCA and Indy drivers as well as many European champions, with many more working their way through the ranks.

With the continuous improvement being made to the existing go-kart, go-kart industries would surely have a great prospect for the future. And also with the newest technology is made available, the improvement of go-kart whether in design or the equipments would surely make this motor sport the most popular motor sport in the world.

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PDF 27: 91, Ml

CTS

27: 91, ML

I=-.

REDESIGN OF GO KART TRANSMISSION SYSTEM

APPROVAL SHEET

j2 oq- DOe

11111 IIIgIIIVIIAA

MICHAEL LIEW KOK YIN

This project is submitted in partial fulfillment of

the requirements for the degree of Bachelor of Engineering with Honours (Mechanical Engineering and Manufacturing System)

Kýr.

Faculty of Engineering

UNIVERSITI MALAYSIA SARAWAK

i r'+1;

ACKNOWLEDGEMENT

ABSTRACT

AB STRAK

TABLE OF CONTENTS

5

CHAPTER 3 METHODOLOGY

36

51

LIST OF FIGURES

LIST OF TABLES

LIST OF FORMULA

CHAPTER 1

INTRODUCTION