International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 06 Issue: 2 | Feb 2019 www.irjet.net p-ISSN: 2395-0072

Design of an Electric Golf Cart with Batteries & Solar Panel for 6 Seat
Capacity

Mohammad Aadil Shaikh

Student, Dept of Mechanical Engineering, ShivajiRao S Jondhle College of Engineering and Technology,
Maharashtra, India
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Abstract - In this paper, the Design & Calculations of an Electric golf cart is done, the calculations and process to develop a
golf cart chassis, electrical transmission using transaxle, braking, steering geometry, suspension system, solar panel of a long
six seat golf cart, battery calculations and controller which monitors the electric system is explained. All the materials used for
the calculation are industry standard being utilized currently. Priority of this design was to keep the cart as light weight as
possible and rigid with good performance on grassy and concrete terrain’s used in either golf course or in hospitality /
education sectors. A unique tubular chassis is used in the design comprising of circular & rectangular shape. The focus of
design was long mileage from the batteries used and how much, adding solar panels can contribute to the existing range of
the electric vehicle. A 23 miles range from the battery pack using 6 deep cycle lead acid batteries was achieved and increased
12 miles from the solar panels under the constraint assumed for its use (direct sunlight for over 6-7 hours)

Key words: electric golf cart, design, Electric vehicle, electric transmission, vehicle design, battery calculation, solar golf cart.

I. INTRODUCTION
This projects aim is to Design an electric golf cart with six people seating capacity which runs on batteries as well as solar
panels. The need for a golf cart isn’t just using it in the golf course and is nowadays being used in large universities spread over
vast acres of land and in expensive hotels and latest complexes for comfort traveling i.e Hospitality industry and providing low
cost of charging with increasing mileage as technology advances. In this project the aim has been to put forth an industry
standard design for an electric golf cart that can run exceedingly well on grassy / muddy terrains as well as wet conditions and
concrete roads. During designing all the constraints and cost considerations and all technical aspects were set according to the
current advancements in the industry in a thoroughly researched manner. A battery electric vehicle (BEV) has far fewer moving
parts than a conventional gasoline-powered vehicle. There’s no need for a liquid fuels or oil changes. There’s no transmission or
timing belt to fail you. And most of the maintenance cost associated with ic engine are eliminated.

Figure 1 Golf cart solid works model

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Customer needs and requirements are of prime importance regarding comfort, high reliability, economic and performance and
long mileage with regards to an electric golf cart. A lot of engineering and reverse engineering tactics went into the designing
phase and many alterations and modifications were done to improve the design. Solid works model of the entire vehicle has
been made and assembly has been done of all important components. the solar panels greatly improve the vehicles mileage
performance and battery life in a certain way which is explained in full report.
II. DESIGN DEVELOPMENT
The design development stage is where the design considerations are outlined and according to which under certain
parameters, criteria and market research the following design is developed.
a. The design considerations set are so the vehicle can meet all safety standards & ergonomics and performance
during its entire life cycle

 Safety and ergonomics

 Standardization as per industry
 Maneuverability
 Safe engineering practices
 High quality cost ratio
 Power and performance
 Stability and long product life

b. The design development stages are divided in many chapters they are:

1. Chassis
2. Transmission
3. Brake
4. Steering
5. Suspension
6. Battery
7. Solar panel

1. CHASIS
A vehicle frame also known as its chassis is the main supporting structure of a motor vehicle, to which all other
components are attached, comparable to the skeleton of an organism. Since the 1930s, virtually every car had a structural
frame, separate from its body. This construction design is known as body on frame. Over time, nearly all passenger cars
have migrated to uni-body construction meaning their chassis and bodywork have been integrated into one another.
Nearly all trucks, buses, and most pickups continue to use a separate frame as their chassis.

 Structure and material selection

The chassis chosen for the design is a tubular space frame consisting of Round tubes and Rectangular tubes both for a
sturdy construction. A space frame was chosen because of its simplicity of design and strong torsional rigidity and
moderate difficulty in design and building practically in a cost effective manner. Round tubes used are primary 1.5 inch,
secondary 1 inch with 0.112” thickness aisi 4130 chrome moly pipe and Rectangular one is primary 4x2x0.25 & secondary
3x2x0.25 chrome moly aisi 4130 rectangular tube. Different sizes of pipes and shapes are used to lighten the weight of the
chassis and give it a modest look and not make it bulky and rectangular tubes are used only at the bottom of the chassis for
better mountings of the standard components and its thicker and provides a strengthened base compared to round pipe as
our vehicle is long.
AISI 4130 steel is used for its light weight and high strength ratio which suits best as compared to, for our cart even
though it is high in cost, it is more durable and rigid. AISI 4130 is a low alloy steel containing molybdenum and chromium
as strengthening agents. the carbon content is nominally 0.30% and with this relatively low carbon content the alloy is
excellent from the fusion weldability standpoint.

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Table 1 Chemical composition of material Table 2 Mechanical Properties

Properties AISI Data

AISI 4130
4130
Carbon 0.28-0.33
Density 7.7-8.03
Chromium 0.8-1.1 Poisson’s ratio 0.27-0.3
Manganese 0.7-0.9 Elastic Modulus 190-210
Molybdenum 0.15-0.25 Tensile strength 560.5
Yield strength 360.6
Phosphorus 0.035 max
Elongation 28.2
Silicon 0.15-0.35
Reduction in area 55.6
Sulphur 0.04 max
Hardness 156
Impact strength 61.7

The dimensions of our chassis according to six seat is ergonomically built with moderate aerodynamic considerations, as for a
golf cart aerodynamics is not prime criteria.
The dimensions are selected,
3500 x 1200 x 1825 (LxBxH)

In which 3150 wheel base is found to be comfortable and 1200 is track width as per proper assemblies of transaxle and
steering and all suspensions so the geometry provides with well spacious seating arrangement as well as some space on the
back to keep storage.

Figure 2 Chassis Solid works model

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2. TRANSMISSION
A transmission is a system which transmits power and provides controlled application over that power. In layman terms a
transmission usually consists of a set of a gearbox that uses gears and gear trains to provide speed and torque conversions from
a rotating power source to the output.
The main components of our transmission assembly are Transaxle, Motor and its Controller
In an electric golf cart the need for using a separate gearbox is eliminated because of electric transmission and use of motor in
place of an engine. Instead a single speed reduction Transaxle is used. A transaxle is an assembly of differential gear with one
step reduction coupled with rear axle and hub which is used to directly mount on the chassis.
With market research there are various standard transaxles for electric golf cart with preset reduction gear. One such transaxle
with a reduction ratio of 10.45 is chosen for our electric golf cart from various reduction ratios already available. The reason
for choosing this ratio was it gave us the best speed for our cart with full loading condition and its cost effective.
 Components & specifications of transmission
1. Motor – 4kw Dc brushed 3000 rpm (set rpm for transaxle ratio ) 14 Nm torque
2. Transaxle with reduction ratio 10.45
3. Curtis controller

Figure 3 - Transaxle with motor disc brake & hub assembly

A. Transmission Calculations
Transmission calculations give the power transmitting values through the system in terms of Top Speed and Acceleration
and the Time required to achieve it with the selected parameters for our electric golf cart and the total tractive effort.
 Parameters considered:
1. Motor 4kw with 3000 set rpm
2. Transaxle reduction ratio 10.45
3. Tire 18x8.5x8 (lxbxh)

1. Top speed

= = 287.081 rpm ……… (1)

Rpm / 60 = Rps hence

……. (2)

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 [Speed = Rps x Circumference of the tire]

Top Speed = 6.53 m/s or 23.5 km/hr.

2. Acceleration & Time for it

The total force is calculated first produced by the motor and Torque on the wheels and Resistance losses such as rolling
resistance and aerodynamic drag are considered giving us a practical value for the cart.
 Parameters:
 Front area of the golf cart = (1825x1200 mm) height x breadth
 Motor torque – 14 Nm
 Reduction ratio – 10.45
Torque on wheel = Motor torque x Total gear reduction ratio

T = 14 x 10.45 = 146.3 Nm …(3)

Now using formula
Torque on wheel = Force x Radius of tire
Where,
Radius of tire = 9 x 0.95 x = 0.21717m

Therefore, … (4)

This force acts on our vehicle for maximum speed at maximum set rpm
Now there are various resistances that occur in the real driving conditions such as rolling resistance and aerodynamic drag
which needs to be considered for an optimum design
1. Rolling resistance =

2. Aerodynamic drag =
Where,
= coefficient of rolling resistance (0.04) = air density (1.2)

C = drag coefficient (0.4) m = mass of the vehicle(950kgs)

= Area of frontal impact (m^2) (2.16) g = gravitational force (9.81)

V = flow velocity (vehicle)(m/s)

Total resistance losses = Rolling resistance + aerodynamic resistance

=
= 0.04 x 950 x 9.81 + 0.5 x 1.2 x 2.16 x x 0.4 = 394.88 N

Now removing the resistance force from the Force obtained earlier,

Force = 673.66 – 394.88 = 278.78 N

Now that we have force, we can use equations of motion,
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Force = Mass x Acceleration, to find out the acceleration.

Therefore,
Acceleration = Force / Mass

Now using V = u + a.t, u being initial speed is 0 hence can be taken out of the equation
Therefore,
where, v is final velocity

u- initial velocity
a - is acceleration

Another equation is used to determine the distance it will take to achieve that acceleration in the time obtained above given as,

where, S is distance expressed in meters

Since initial velocity is 0,

The transmissions Results obtained so far according to design are mentioned in a tabular form
Table -3 Results

Parameters Results

Top speed of Golf cart 23.5 km/h

Force transmitting 278.78N

Acceleration 0.295 m/s^2

Time 22.13s

Distance 72.23m

Note: These values are calculated under full loading condition of the vehicle

3. Total tractive effort

The total tractive effort (TTE) is the sum of the forces of rolling resistance, grade resistance and acceleration force. When
selecting drive wheel motors for mobile vehicles, a number of factors must be taken into account to determine the maximum
torque required.
To choose motor capable of producing enough torque to propel the vehicle, it is necessary to determine the total tractive effort
(TTE) requirement for the vehicle
But first we will need to determine all the resistances & force mentioned above

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 Vehicle design criteria:

 Gross vehicle weight (Gawk) - 950kg
 Weight on each drive wheel 118kg/1165N
 Radius of wheel r - 9inch
 Top speed - 23.05km/h
 Acceleration time - 22.13s
 Inclination gradient -20%
 Working surface - grass/mud
Figure 4 Force & Resistance Direction
a) Determining rolling resistance for TTE
Rolling Resistance is the opposing force that the vehicle has to overcome due to the rolling motion between the wheels and the
surface of motion of the vehicle. The rolling resistance depends on the co-efficient of rolling friction which varies depending
upon the material of tires and the roughness of the surface of motion. The Rolling resistance can be calculated as:

 Where, Rr - Rolling resistance

 Gvw – gross vehicle weight
 Cr – surface friction coefficient
Therefore,
Rr = 950 x 0.05 = 47.5 kg X 9.81 = 465.97N
b) Determining grade resistance (Gr)

Table 4 – Values of Coefficient of rolling resistance

Grade Resistance (GR) is the amount of force necessary to move a vehicle up a slope or grade. This calculation must be made
using the maximum angle or grade the vehicle will be expected to climb in normal operation.
To convert incline angle, α, to grade resistance
Gr = Gvw x Sin α
where α is inclination considered 20% in this case
Gr = 950 x sin (20) = 324.91 kg X 9.81 = 3187.45N
c) Total tractive effort
The Total Tractive Effort (TTE) is the sum of the forces calculated in steps 1, 2, and 3
[Rolling resistance + Gradient Resistance + Acceleration force]
465.97 + 3187.45 + 280.25 = 3933.67N
TTE = 3933.67

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d) Determining the Torque required on the wheel (Tw)

To verify the vehicle will perform as designed in regards to tractive effort and acceleration, it is necessary to calculate the
required wheel torque (Tw) based on the tractive effort.
Tw = TTE X r x Rf
Where, r is radius
Rf is Resistance factor (between 1.1-1.15) losses between caster wheel’s axles and bearings etc
Tw = 3933.67 x 0.229 x 1.12 = 1008.97Nm
This torque can be obtained by directly mounting a motor with the torque value on the differential of the vehicle or by using a
gearbox or chain drive to magnify a lesser torque to this value before it drives the wheel.
e) Reality check (Maximum tractive torque) (Tm)
When the required torque has been calculated it is necessary to check if the wheels of the vehicle are capable enough to
transmit the required amount of torque for which the maximum torque that can be transmitted through the wheels need to be
calculated. The maximum torque is given as:
Max Torque =

1067.1Nm
1067.1 > 1008.97
Tmax > Tw, hence condition is satisfied.

Parameter Values
3. CURTIS CONTROLLER
The 4kw BLDC motor drive is a high 1 Available Battery Voltage 48V, 60V,72V
performance, cost-effective 3phase BLDC
motor drive, which can provide power output 2 Available Motor Power 1.2KW - 5KW
Max 210 ah. The design is based on advanced
Phase Peak Current (Few 210 A (The bigger, the higher
DSP technology and feature high torque, low 3
Seconds) torque)
noise, low vibration, PID speed loop, PID
current loop, over current protection, over 4 Continue Current 40 A Peak 80A
load protection and a combined use of manual
speed adjustment and automatic speed 5 Available Motor Angle 60 / 120
adjustment. 6 Working Frequency 15.6KHz
These motor controllers are used to control
the speed output and rpm set of the motor. 7 Working Efficiency < 90 %

It determines the amount of power to be Throttle; Potentiometer

transmitted and the rotational speed of the 8 Control Method
(Customized)
motor. Since motor is very powerful than its
set state this controller provides a stable Default 0.8V - 3.8V, others have to
9
environment for it and it also controls the Throttle Working Voltage Range customized
idling of the motor.
10 Mosfet’s /Pieces Domestic | 24 Tubes

11 Case Material / Color Aluminum /Sliver

Table 5 – Controller specification

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4. BRAKE
Brakes are used to reduce the velocity of vehicle within less possible time with fewer disturbances in stability of vehicle. As per
the design requirements; all wheels should be stopped at same time and should be equipped with hydraulic disc brakes
The disc brakes are chosen over drum because to provide a disk brake caliper mechanism that is easy to service, and that
requires minimal disassembly to change the replaceable brake pads within the brake caliper assembly. A further object is to
provide an extremely compact construction for a robust hydraulic disk brake assembly which is able to fit within the very
confined space in the vicinity of the wheel hub and wheel rim of a small-size off-road vehicle such as a golf cart.
After a thorough market research certain parameters and industry standard components were selected to meet required
comfortable braking distance and ride quality assuring safety standards
 Parameters
1. Pedal force - 17kgs ~ 170N
2. Pedal Ratio – 6:1
3. Tmc diameter – 19mm
4. Caliper diameter – 40 mm
5. Brake disc diameter – 190 mm
6. Wheel size – 18 inch
7. Mass of vehicle – 850 kg

a) Design of brake: Calculations -

According to the seating in golf cart an optimum pedal force is selected with 6:1 ratio
Pedal force x pedal ratio = 170 x 6 = 1020N Force applied to the brakes
Now,
1. Pressure =
2. …1

3.

4. Force on one piston = 4511.32N

5. Force on dual Pistons = 4511.32 x 2 = 9022.65N

6. Brake force =

7. Bake torque= F x Reff =

Where R effective is given as (R+r) /2 for disc brake diameter

 Total force =

 Total force = 1329.48 x 4 (pistons) = 5317.84N

Now, adding rolling resistance + aerodynamic drag to the total force for de-acceleration

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Adding the total force + total resistance

F = 5317.84 + 394.88 = 5712.82N
Using equations of motion, we get ,

And,
V = u + at =

According to the design of hydraulic disc braking the vehicle comes to stop in 1.1s with a de-acceleration speed of
6.013 m/s^2 in distance 3.61 meter
Table – 6: Results
Design Results
De acceleration 6.01m/s^2
Brake time 1.1s
Braking distance 3.6m
Total force 5712.82N
Resistance force 394N

5. STEERING
The steering system is the key interface between the driver and the vehicle. The main requirement is that the steering should
be precise, with no play. In addition, the steering system should be smooth, compact and light. It must also provide the driver
with a perfect feel for the road surface and help the wheels return to the straight-ahead position. Among two basic steering
mechanisms i.e rack and pinion and recirculating ball mechanism, rack and pinon method was chosen considering various
parameters such as availability, widely used and cost .
In the rack and pinion system, a pinion gear is attached to the steering shaft, i.e. turning the steering wheel turns the pinion
gear which then moves the rack. The rack and pinion gear is enclosed in a metal tube, with each end of the rack protruding from
the tube. It does two things:
 It converts the rotational motion of the steering wheel into the linear motion needed to turn the wheels.
 It provides a gear reduction, making it easier to turn the wheels.
A tie rod at each end of the rack connects via the swivel ball joint to the steering arm which finally moves the wheel. The
specific advantage of the rack and pinion design is a good feedback and a direct steering feel.

 Design parameters
1 Wheel base – 3150 mm
2 Track width C = 1200 (refer diagram)
3 Assumed inside angle as per geometry
4 Should be less than 5m as per industry standard of golf carts

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Figure 5 – Psc Figure 6 – Solidworks Ackerman Geometry

a) Design calculations
Ø = 40.5 degree assumed
According to perfect steering condition of ackerman geometry

outside angle

Ackerman inside angle

Now, ackerman % =

This shows our geometry is 92% close to being true ackerman.

Calculating “m” which is the distance between the icr of ackerman and the bottom left tire centre with the help of outside angle

Now calculating R, The turning radius with formula,

putting above values, R = 4449.42mm

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Rack length is assumed to be 35 cm.

1) Rack travel:

Travel = 73.41/360x2 pi x 6” = 7.68” rack travel

2) Steering ratio = (lock to lock steering angle/ )

Steering ratio =

Rack travel = pi x d x turns of steering wheel

7.68 = pi x d x 1
d = 2.44” = 6.198 cm
d is the diameter of pinion

6. SUSPENSION DESIGN
Suspensions are very important in any automobile. We know that any system used in vehicle to reduce road shocks and
vibration known as suspension system. Springs, shock absorber torsion bar etc. are components of suspension system. so the
Suspension Springs are used to separate the Wheel of the vehicle to the body so when the vehicle feel those vibration it transfer
to the spring and the spring start oscillating without transmitting this vibration to the vehicle body.
In our electric golf cart we had the option to choose independent or dependent suspension systems but we chose independent
ones for various benefits of it. We have used two types of suspension systems for front and rear
The front suspension system is double wishbone and rear one is leaf spring. As the vehicle is long and heavy at rear leaf spring
at the rear was considered necessary according to design and also the market research revealed that.

Figure 7 Upper wishbone Figure 8 Lower wishbone

a) Design of front Suspension
Double wishbone system was chosen for the front suspension for rough and tidy road where having unequal surfaces, water
and many other obstacles. To clear these types of obstacles with ease and without damage to the vehicle systems for long
period suspension system should be that much of rigid and effective to sustain at any adverse condition. For this suspension
system is designed by considering 1500 kg which is more than the actual weight of vehicle.
double wishbone type of suspension has been selected because of its high load handling capacity and rigid support to the wheel
geometry. It is ease to control Camber angle, Castor angle and King Pin inclination angle.
According to the geometry created shown below with real design values the angles and length of all our components like upper
wish bone, lower wishbone and strut was determined, the knuckle was also designed entirely new way to support the newly
designed geometry. Many modifications were also necessary during the solid works modeling and checking the assembly of
files and they have been changed accordingly.
With the help of our geometry the length of upper and lower wishbones was determined to be

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Upper wish bone – 230.66 mm and lower wishbone -252.59 mm keeping their lengths dissimilar to obtain better control on
camber and other geometries of suspension.
The wishbones are made out of the same material used for the chassis 4130 chrome-moly to provide its strength benefits and
easy weld assembly and component match.

Figure 9 - Suspension geometry

b) Strut Design
Strut assembly consist of spring and damper shock absorber system. After a lot of market research and types of struts to be
used in a golf cart a component was selected from a EIBACH SPRINGS CATLOG 2012 code no. 1200 250 0550S as it matched our
needs and criteria. our design load conditions and dimensions.

Table – 7 Spring data

 Parameters of the spring are :
 Rod diameter – 9.5 mm
 12 inch length / 305 mm spring
 2.5 inch internal diameter
 Spring rate – 96 N/mm
 Block height – 148 mm
 Spring travel 20-70 % ratio – 6.17 inch
 Load capacity – 15097 N
 Weight 3.05 kg

Figure 10 - Spring

Figure 11 - Strut

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c) Designing to find wheel rate and suspension frequency & ride quality

1. Motion ratio front = d1/d2 =

2. Motion ratio rear beam axle = d3/d4 =
3. Angle correction factor – 29 degrees

4. Wheel rate = [ Motion ratio front ^2 x spring rate x acf angle]

= 0.5799^2 x 96 x29 = 926.89 N/mm

Figure 12 – Dimensions/Angles of Arms and Suspension Figure 13 – Front Knuckle

These values of d1, d2, d3, d4 and acf angle was found according to the suspension geometry to calculate wheel-rate and ride
quality.

Figure 14 – Wheel Assembly with wishbones Figure 15 – Wheel Knuckle assembly

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d) Rear Suspension Design

Rear suspension was chosen to be leaf spring, Due to the sheer amount of metal layered together, leaf springs offer a large
amount of support between the wheels, axles and the car’s chassis. They can take huge vertical loads being applied to them due
to their tight-knit structure, hence why heavy duty industries still use them. Vertical loading is also distributed throughout the
length of the leaf spring rather than acutely through a small spring and damper, which can potentially create a concentrated
force too large for the suspension to handle.
The material chosen for rear leaf spring is chromium steel aisi 5150 , this was chosen for its excellent yield stress and its
strength criteria.
Young’s modulus – 210 gpa
Yield stress - 1520 MN/M^2
Again market research was done to find optimum leaf spring parameters and sizing and certain criteria were selected and
designed
Parameters selected
1. No of full length leaf – 1
2. No of graduated leaf – 2
3. U bolt length – 5 inch to fit across the rectangular tube holding the leaf
4. Total length 21 inch x 48 mm x 7 cm LXBXH

 Design parameters
1. Upsprung weight = 0.15 x vehicle net weight = 0.15 x 550 = 82.5kg
2. Sprung weight = gross weight – upsprung weight = 550 – 82.5 = 467.5 kg
3. Load on each spring = ¼ x weight = 320 kg full loading
4. Allowable stress = yield stress /factor of safety = 1520 / 2 = 760 Mn/m^2
5. Max loading capacity of selected material leaf spring is 400kg more than required hence the design is safe.
6. Suspension frequency obtained is same

Figure 16 – Front Right wheel mount Assembly Figure 17 - Leaf Spring model solid works

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Table 8 - Suspension System data for

both front and rear in a tabular form

Figure 18 – Rear wheel assembly with leaf spring

7. BATTERY
The battery which uses sponge lead and lead peroxide for the conversion of the chemical energy into electrical power, such
type of battery is called a lead acid battery. The lead acid battery is most commonly used in the
power stations, and substations etc because it has higher cell voltage and lower cost.
Electric golf cart batteries operate purely on the power of deep cycle batteries. Here are the primary features of a deep cycle
golf cart battery to understand.
 Designed with thicker plates, higher density active paste material and thicker separators to withstand the rigors of
deep discharging and recharging cycles.
 Twin terminal design for simplified connection for primary power and accessories
 Convenient handle for easy installation

Figure 19 – Battery

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Advanced AGM and gel batteries have a spill proof design with casing engineered to withstand heat and vibration elements
A deep cycle Lead acid battery is chosen because of availability and cost considerations as its competitive lithium ion batteries
are very costly but deep cycle lead acid batteries syncs correctly with our nominal day to day usage as per usage statistics
obtained from market survey.
We are using 6 batteries of 8 Volt sizes with 190 amp hour rating. The batteries are placed in three groups of two below every
seat and it was found optimum according to chassis design and it helped keep the over all cg of vehicle low and improved
stability. The size of the battery is 259 x 183 x 340 mm weighing 25 kg each.

A. Battery Calculations
1 batteries of 8 volt 190 amp hour
2 Hence pack voltage size – 6x8 = 48v
Pack size of the battery – 48 x 190 = 9.12kwh
We cannot use the entire pack size of the battery, we should not ever go below 20% so only 80% of pack-size is actually
practical otherwise we will kill our batteries extremely fast
In addition because an electric vehicle will discharge the batteries faster than the manufacture tested and rated we get can
effect called peukert’s effect. Therefore our calculations need to be consider that effect because its considerable effect in lead
acid batteries where we only get to use about 60% of the power in the battery. But since these are deep cycle we can give a little
more allowance say about 65 – 75%
Hence,
Usable pack = 9.12 x 0.8 x 0.7 = 5.10 kwh, this pack size we are using to calculate is for longest life of the battery. The battery
can be drained more for more mileage or in emergency but this is the safest side usable for daily use and long durability.
Now under full loading condition our golf cart weighs 950 kg about 2094 pounds
Considering rolling and aerodynamic drag load on the vehicle the force which we obtained earlier can be added. The force in
newton shall be converted into weight
Earlier we obtained 394.88N as the rolling + aerodynamic drag, therefore
394.88/9.81 = 40.25kg
This will be converted to pounds and added to the vehicle weight to calculate the estimated usage of power as thumb rule.
Hence total mass now is 2182.19 pounds.
For design purpose this value needs to be divided by 10 in order to get the wh/mile usage of the vehicle under full loading
condition including resistances.
Therefore 2182.19/10 = 218.21 wh/mile.
Now calculating range,

Range:

Is the true range of our designed golf cart under full loading condition which is perfect result because as per the market
research an average use of a golf cart is not more than 15-18 miles per-day. A standard charger is provided for to charge the
batteries which take about 8 hours to charge completely.

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8. SOLAR PANEL
Solar golf carts are golf carts powered by mounting a photovoltaic (PV) or thin film panel on top of the existing roof or using a
PV panel as the roof itself. A controller converts the sun's energy to charge the golf cart's 36-volt or 48-volt battery bank. Not
only does the solar power take the cart off the electric grid, it also increases the driving distance and extends the life of the
batteries.
Solar panels on golf carts have received a lot of attention and are used when needed for long range like maintenance workers,
golf cart fleets, luxurious hotels, college campuses etc.
A lot of market research was put into finding the right type of golf cart panels for our vehicle and the type of impact it will have
on our vehicle & batteries. Since the roof our cart is long as it is for 6 seating capacity naturally we have more space exposed
and we found that we can fit two panels easily available in the market on top of it and its economical as well.
 Components are:
 2 panels of 250 watt
 Mppt charge controller with only 2 wire installation to the battery
 Panel size 1600 x 990 mm (fits on top of the roof of chassis)
A. Calculations

 2 panels of 250 watt is 500 watts in total.

 Considering 6 hours of direct sunlight since morning hours we get,
 500 x 6 = 3000 watt hr or 3kwh
 Considering 90 % efficiency of solar panels, we get usable pack of 2.7kwh from them
Now, the usable pack size in our battery is 5.10 kwh and the solar panel usable pack will be added into that which
gives us 5.10 + 2.7 = 7.8kwh total usable pack size overall
Now, calculating the range with the new usable pack size we get,

35 miles – 23 miles = 12 miles.

So the 2 solar panels give an extended range of 12 miles / 19kms
Giving a total of 56 km range.
The solar panels help in longing the battery life by constantly charging them and limiting their depletion below the standards
mentioned above. Thus addition of solar panel is desired.

Figure 20 – Solidworks Scenic display of Golf cart

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Figure 21 - Solidworks Scenic display of Golf cart

III. CONCLUSION
1) A lot of market research went into the design of the electric golf cart and desirable results were achieved.
2) A new design for knuckle was made.

3) Finalizing the design of the chassis and trying to innovate with different pipe sizes and shapes gave a unique looking cart with
considerable strength and balance.

4) An excellent range of mileage of 37km is obtained for such a heavy vehicle with lead acid batteries which cannot be discharged
below 50% for long term of quality usage which was further increased by 12 miles with two solar panel additions

5) The performance of overall vehicle including its speed, braking distance and turning
radius were achieved under the pre-set assumed values.

6) The suspension design was selected carefully to give the best performance in overloading conditions as well and the leaf spring
to provide more support in case of heavy luggage/materials kept behind.

7) The transaxle ratio of 10.45 gives the most optimum output with the coupled motor and the cart is able to climb fully loaded in
grassy/muddy terrain with 20% inclination as per design.

8) The batteries being heavy and placed below the seats makes the majority of the weight carried by the cart at low height even
after passenger is seated which gives the entire cart a very low roll center which reduces the chance of cart rolling during
uneven terrains

IV. REFERENCES
1. International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-8, Aug.-2017

2. International Journal of Innovative Research in Science, Engineering and Technology) Vol. 6, Issue 10, October 2017

3. IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 11, Issue 2 Ver.
VII (Mar- Apr. 2014), PP 35-41

4. http://www.ev-propulsion.com/EV-calculations.html

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5. Design and Manufacture of an Adaptive Suspension System

6. Nptel – intro to electric and hybrid vehicle - Module 2: Dynamics of Electric and Hybrid vehicles

7. international journal of scientific & technology research volume 4, issue 08, august 2015 issn 2277-8616

8. Design and Manufacture of an Adaptive Suspension System - worcester polytechnic institute.

9. International Journal of Scientific & Engineering Research, Volume 7, Issue 3, March-2016 164 ISSN 2229-5518

10. Introduction To Chassis Design Revision 1.0 Keith J. Wakeham Mechanical Engineering Undergraduate Memorial University of
Newfoundland And Labrador January 2, 2009

11. Design, Analysis and Testing of a formula sae car chassis Wiliam B Riley and albert R George cornell university

12. Racing and sports car chassis design Michael costin and david Phipps – B. T batsford ltd London

13. International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-8, Aug.-2017

14. N.Lavanya et al. Int. Journal of Engineering Research and Applications www.ijera.com

15. ISSN : 2248-9622, Vol. 4, Issue 9( Version 5), September 2014, pp.151-157

16. EML2322L – MAE Design and Manufacturing Laboratory

17. IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 11, Issue 2 Ver.
VII (Mar- Apr. 2014), PP 35-41

18. Automotive Engineering & Powertrain, Chassis System and Vehicle Body Edited by David A. Crolla

19. International Journal of Scientific & Engineering Research, Volume 7, Issue 3, March-2016 164 ISSN 2229-5518

20. Fundamentals of Vehicle Dynamics - Thomas D.Gillespie.

21. Race car vehicle dynamics William F Milliken

22. Technical Data – spring calculations Excerpt from JIS B 2704(1999).

23. Suspension Geometry and computation – john c dixon

24. Online websites like Alibaba which trades in lots of standard parts in golfcarts across the world.

V. BIOGRAPHY

Aadil Shaikh, pursuing

Mechanical Engineering from S.S Jondhle College of Engg & Tech,
Maharashtra. My interests are – Vehicle Dynamics, Electric vehicles, Cfd,
Drone & surveillance tech, etc.

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