AIAA Design Competition

7/21/2019 AIAA Design Competition

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Design Report for:

SIUC Moonbuggy Team

Presented:

April 15, 2013

Design Team Members: Technical Advisor:

Caleb McGee Dr. Tsuchin Philip Chu

Dan Rogers

Nick Sager

Dylan Sartin

Ryan Schmidt


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Introduction

The 2013 Southern Illinois University Carbondale moonbuggy team is a group of mechanical engineering stu-dents whose goal was to design and build the best moonbuggy at NASAs Great Moonbuggy Race. Lastyears moonbuggy from SIUC faced many mechanical difficulties. The moonbuggy was finished the day ofcompetition and raced with no testing. The steering lacked stability, suspension travel was nonexistent, theseat frames failed, the transmissions failed in a single gear, and with only two wheels driven it became stuckoften. To make matters worse, the moonbuggy did not meet the folding requirements which added a two mi-

nute penalty.

The 2013 moonbuggy is an all new design. Although every component is new, many of the design decisionsare a direct result from issues faced by the 2012 SIUC team. Our hope is that this new moonbuggy will raise

the bar for future SIUC moonbuggy teams.

Schedule

The table in Appendix A shows the weekly schedule as planned and as worked.

Our greatest setback was fundraising. Securing funds to build the moonbuggy was more difficult and time con-suming than anticipated. The university does not place a priority on such projects, so we went elsewhere to

raise the necessary funds.

Additional setbacks were experienced during the fabrication process. The universitys machine shop, wheremost of the machining and fabrication was completed, was available on a limited basis. Team members classschedules made it difficult to work in the machine shop during these hours. Because the university machineshop does not have CNC metal cutting capabilities, many parts were outsourced to be laser cut, often beingcompleted behind schedule. Some machining errors occurred, which prompted the order of new material to

remake the defective parts, adding to the setbacks.

Process

The order in which the 2012 moonbuggy was designed was identified as a problem. Subsystem design andfabrication was assigned to individuals. One individual would design the frame, after which another would de-sign the suspension around the frame. The next team member would then design the drivetrain around the sus-pension and the frame, and so on. This produced a moonbuggy in which each subsystem was optimized towork aroundthe existing subsystems. The last subsystem designed, the steering, looked as if it was an after-

thought; it functioned as such.

The 2013 team set out to ensure each subsystem was optimized to work with the other subsystems. Two ac-tions were taken to accomplish this. First, the buggy was not designed subsystem by subsystem. Instead, real-istic performance goals were first set for each subsystem. Subsystems were then designed to achieve perfor-mance goals while working with other subsystems. Designing in this fashion was difficult as it required eachsubsystem be thoroughly thought out and coordinated with other subsystems before the design was settled up-

on.

Second, steps were taken to design the buggy using the computer aided design program, ProEngineer, beforeany components were fabricated. Although time consuming, prototyping components in this way enabled us tocheck the fit and function of every part prior to building. It also ensured that design goals like suspension trav-


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el and steering geometry were met. Choosing to design the buggy entirely in the computer prior to buildingwas the single most important decision made throughout the project. The computer model, although time con-

suming to create, dramatically reduced fabrication time.

Prior to fabricating components, the design was tested and optimized. A basic static analysis was completed onthe suspension and frame with a loading scenario simulating the buggy incurring 2gs on two wheels. Thiswould simulate the fully loaded buggy on a hard, two wheel landing. Minimum factor of safety was set to 1.5,

a common value used in aerospace structures, so as to save weight.

With the static loading completed, components were analyzed. One such method used for analyzing compo-nents was Finite Elemental Analysis (FEA). Parts were loaded statically within ANSYS Workbench 14.0, andvaluable information including stress concentration and factor of safety was determined. FEA enable us to de-termine when and how a component would break, thereby enabling us to improve the design. The design ofeach of part tested was modified based on the initial FEA results where necessary. Testing component design

using FEA reduced time and cost of fabricating components to test.

Seven mechanical engineers were responsible for designing the moonbuggy. Although the buggy was de-

signed and built as a team, each member was assigned a subsystem to research and optimize.

Technical Challenge

As dictated by competition rules, the moonbuggy had to be collapsible so as to fit inside a four foot cube, ithad to be light enough to be carried by the two person team, and it had to be capable of traversing rough ter-

rain.

Our intentions were to make the moonbuggy as light as possible, however we were limited by several factors;cost being the biggest. Carbon fiber was our first choice as it is both strong and lightweight, but it is also ex-pensive. Due to our budget restrictions, carbon fiber was ruled out. Aluminum was also an option. Aluminum

is more difficult to weld than steel. The ultimate strength1

of aluminum is only marginally greater than its yieldstrength2. This means that when stressed to the limit, aluminum will break rather than bend. 4130 chromoly

was chosen due to its high yield strength and higher ultimate strength as well as its relatively low cost.

In order to make the buggy collapsible, the frame is hinged at the center and the seats and pedal supports foldin to the frame. The seats were the most difficult assembly to make fold. The seats were designed to be tallerthan the riders so that they would provide protection in the event of a rollover. In order to fulfill the folding

requirements, the upper portion of seats are removable.

Construction

Suspension

The purpose of the suspension is to keep the vehicles wheels on the ground at all times and reduce shock forc-es felt by the riders. So long as the wheels are on the ground, riders are able to transmit power to the ground,steer, and stop effectively. The stiff suspensions of some competitors cause their vehicles to become airborneon obstacles. Although entertaining, this does not help the buggys performance. Whilst in the air, the riders

cannot accelerate or turn, putting Sir Isaac Newton in the drivers seat.

We wanted a suspension which would enable 7.5 inches of wheel travel so as to navigate course obstacles. It


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had to work with the steering so that moonbuggy would handle predictably and controllably. It must also beadjustable so that camber3 and caster4 could be tuned for desired performance. Many hours were spent re-searching suspension design on Baja SAE and Formula SAE engineering forums, competitors moonbuggywebsites, and engineering books. Carroll Smith is the author of several excellent books including Prepare toWin; Tune to Win; Drive to Win; Engineer to Win;and our teams favorite:Nuts, Bolts, Fasteners and Plumb-ing Handbook. These books contain detailed information on designing and setting up suspension and steeringsystems. They also give detailed information on the importance of double shear joints5, how to fasten materialstogether for the highest strength, and how to use rod ends properly. Carroll Smiths advice was used through-

out the design process.

Possible suspension designs included solid axles, single A-arm suspension, and independent suspension. Alt-hough more complex, the independent suspension system was the only system which would allow the adjusta-bility and performance we desired. A four wheel independent suspension system was chosen.

The front suspension was the most complex to design as it had to work with the steering and drivetrain. Thefront suspension design employs a non-parallel, unequal length, A-arm suspension.

The longer the A-arms, the more suspension travel is possible with lower driveline angle changes. At 18 inch-es, the lower A-arm is the maximum possible length while still maintaining a vehicle width less than four feet.

The amount of lean a vehicle experiences whilst turning is determined by the location of the roll center (Fig. 1)with respect to the center of gravity (CG). When the roll center and center of gravity lie at the same location,the vehicle will not lean. Because the roll center of our moonbuggy lies below the CG, the buggy will lean out-

wards in turns. Due to the size of the wheel relative to the frame and suspension, it is not feasible to design the

suspension such that the roll center and CG lie at the same location. The non-parallel A

-arms improve the roll

center location, however. Had the A-arms been parallel, the roll center would be located at the ground, leadingto more vehicle lean. Because the riders are heavier than the buggy, the riders can lean in the turns which ef-fectively balances out the tendency to sway.

Unequal A-arm length means that camber will increase when the wheel goes over a bump or the buggy leans.This helps make the buggy more stable in turns and when traversing obstacles.

The king pin axis is the axis through which the upright rotates to facilitate steering. The king pin axis passesthrough the points where the upright attaches to the A-arms. The king pin angle defines the scrub radius6of the

Figure 1. Suspension and steering geometry.


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tire. When the king pin axis passes through the pointwhere the tire meets the ground, the scrub radius issaid to be zero. A zero scrub radius gives the steering aself-centering effect, but can make the steering feelnumb. The king pin angle on the 2013 moonbuggy isdesigned such that the scrub radius is slightly greaterthan zero. This will give the steering centering proper-ties and reduce the force required to turn the wheel

while still providing steering feedback to the driver.

The front suspension was laidback 10 from the hori-zontal, as seen in Fig. 17. Layback functions to reducethe horizontal force from bumps by transmitting acomponent of that force into the springs. It follows thesame principal as the leading lip of a ski to rise overobstacles rather than collide with them. Additionaltuning the suspension is possible by incorporatingFKaluminum rod ends in the upper A-arms which arespaced by aluminum washers where they mount to theframe. By adding or subtraction washers, the suspen-

sion is adjustable for caster and camber.

In order to achieve the goal of 7.5 inches of wheeltravel, a suitable shock absorber had to be found. Bicy-cle coil over shock absorbers have, on average, be-tween 1 and 2.5 inches of travel. For such a shock ab-sorber to work with the suspension, it would have to bemounted close to the frame where the angular deflec-tion would be smaller. However, this would create ex-cessive forces through the A-arms.

The alternate solution was to use a rocker arm to actu-ate the shock absorbers. Rocker arms are used on highperformance vehicles including Formula 1 racecars.The rocker arm allows for the shock absorber to bemounted within the frame with a pushrod actuating the rocker arm. By moving the shock absorber inboard,unsprung weight is reduced, and suspension performance is further increased. The rocker arm can also be setup as a lever so that the 2.5 inches of shock travel from the 4 -way adjustable Manitou Swinger SPV shockabsorbers can be translated to 7.5 inches of wheel travel. The rocker arms contain roller bearings and oil im-

pregnated bronze thrust bearings for smooth rotation under load.

Special attention was given to ensuring proper component use. Many teams incorrectly used rod ends in theirsuspension by subjecting them to bending loads. Rod ends are made to handle only tension and compression.When placing a rod end in bending, it must be substantially increased in size to remain safe. This increase insize adds weight. Often these same rod ends are placed in single shear7. Single shear dramatically reduces

strength.

An alternative is to use spherical bearings. Spherical bearings allow the use of double shear joints, and providea stronger and lighter suspension system.

Figure 2. Examples of rod ends in bending and single shear on

another moonbuggy. This is a poor design.

Figure 3. Use of FKspherical bearings in uprights in double

shear. This is the design used on the 2013 SIUC moonbuggy.


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FEA was used extensively during suspension design. Components which were analyzed using FEA includedthe A-arms, uprights, steering components, frame, and keelbars. The design of each of these parts was modi-fied based on the initial FEA results.

Fig. 4 and Fig. 5 are two FEA models displaying the factor of safety for the rocker arms. The left model con-tains no top brace while the model on the right incorporates a top brace. From the figures above, it can be seenthat the factor of safety is increased from 2.67 to 2.74 with the addition of the brace. This prompted the inclu-sion of a brace in the final design.

Suspension components were fabricated from 4130 chromoly steel. All welds were done with a TIG welderand ER80S-D2 filler wire. TIG welding is stronger weld than MIG welding, but is time consuming. Weldingwas the single most time consuming aspect of construction. Jigs were used in the fabrication of each compo-nent, as seen in Fig. 6 and Fig. 7.

Analysis was completed by hand to determine component sizing for parts not analyzed in FEA. For example,the pushrods were loaded as per the 2gs on two wheels loading scenario and buckling was determined withdifferent wall thickness. Many of the parts suppliers rated the strength of their components (rod ends, bearings,fasteners, etc.) which made choosing those components relatively simple.

Figure 7. A-arm on jig, ready for welding.

Figure 4. Rocker arm without brace. Figure 5. Rocker arm with brace.

Figure 6. Front upright on a xture for ng and welding.


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The integrity of the actual materials and fabrication methods used to construct the moonbuggy are critical toboth safety and success. To inspect critical regions on the buggy for proper assembly integrity, nondestructivetesting (NDT) was implemented for the inspection of the welds. Liquid penetrant (LP) testing was chosen asthe ideal NDT method for these inspections due to weld types and material thicknesses used in the compo-nents, and the high sensitivity of LP inspections to cracks in welds. A portable, aerosol LP kit was used toconduct the inspection. Each inspection consisted of pre-cleaning the part, applying the red dye penetrant, al-lowing the penetrant to be absorbed into any cracks over a 20 minute dwell time, removing the excess pene-trant from the surface of the part using a cloth, and applying a developer to draw the penetrant back up to the

surface of the part for inspection. The presence of the red dye indicated and located a small crack in the sideof the weld bead on a fabricated a-arm, caused by incomplete fusion of the filler material to the metal. Thisinformation allowed our team to solve the problem and produce much higher quality welds on all of the com-ponents used to assemble the final, competition-ready buggy.

Steering

The steering system was designedto be predictable, have no bumpsteer, and incorporate Ackermangeometry. Predictability and steer-ing stability comes mainly fromsuspension geometry (king pinangle and caster).

Bump steer was an issue with the2012 moonbuggy. Because of the

steering and suspension geometry,as the wheel went over a bump, itwould cause the wheel to turnwithout any driver input. Bump

steer is dangerous in that it is unpredictable, uncontrollable and causes excessive stress on steering compo-nents. Special attention was paid to aligning the suspension and steering so that there was no bump steer.

Setting up the steering for zero bump steer is a matter of geometry. There are three important considerations indesigning for near zero bump steer: the intersection point of the control arms and steering tire rod axes, theinner suspension and tire rod mounting plane, and the outer suspension and tie rod mounting plane. As shown

Figure 10. 2013 moonbuggy steering and suspension.

Figure 8. Applicaon of the red dye penetrant. Figure 9. Note the dark red band of dye at the top of the

weld. This is a defect.


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by the red lines in Fig. 1, the axes of the A-arms and tie rod meet atthe same point. The blue lines in Fig. 1 represent the planes in whichin suspension and tie rods mounts lie. The moonbuggy achieves nearneutral bump steer over most of its range of travel.

Many moonbuggies employ tank style steering in which the driverpushes and pulls levers in order to steer the vehicle. Tank style steer-ing usually involves many linkages with rotating cranks. Aligning the

cranks to account for proper steering geometry is difficult. To simpli-fy the linkages, a steering system was designed which would functionsimilar to a rack and pinion steering system. A center rod slides backand forth actuated by a cam connected to the handle bars. The systemis compact and is adjustable for toe8.

Ackerman geometry comes from the need for the inside wheel to turnat a greater angle in a corner. The 4 foot track of the vehicle means theinside wheel will follow a circular path with a radius of 4 feet lessthan the outer wheel; hence the necessity to turn at a greater angle.Ackerman is built in to the geometry by angling the arms that mount

the tie rods to the uprights. This angle should intersect at the rear axle.Due to clearance issues with the pushrods, the axes intersect just aft ofthe rear axle (Fig. 11), which has no effect on the performance.

Drivetrain

The 2012 two wheel drive buggy did not perform well. The buggy would often lose traction on the drivenwheels while attempting to overcome gravel obstacles. The only option was to exit the vehicle and push. The2013 moonbuggy design calls for all wheel drive to rectify this issue.

In order to fix previous years transmission issues, a new gearing solution was necessary. Last year proved thata team could pedal through the course with only one working gear. The 2012 drivers determined it would bepossible to navigate the course with two gears: one for the speed in the downhill portion, and one for climbingover obstacles and up inclines. Rather than use an 8 speed transmission, the 2 speed HammerSchmidtcranksystem was chosen. The HammerSchmidts have advantages over transmissions in that they may be shifted atany time, even under full pedal load. They are reliable and do not need to be modified to suit a moonbuggy.Connected to the HammerSchmidts are a pair of magnesium Xpedo MD Forcepedals.

The differential is an important component in the drivetrain, as it helps divide the power sent to each wheel onthe axle. This is especially important when the buggy turns. Because the outer wheel is covering a greater dis-tance, it must turn at a faster rate than the inside wheel. For this reason, a solid axle cannot be used as it would

cause excess tire wear and reduce turning performance. The golf cart differential had many draw backs on the2012 moonbuggy. It was heavy and it was an open differential. This means that if one wheel loses traction, allof the torque produced from the riders is transmitted to the spinning wheel. This is not conducive to forward

motion. A solid axle was tested, but it was found that the buggy could not turn within the 15 foot radius.

A freewheel differential was designed to address these issues. These differentials are built from two ACS FATbicycle freewheel hubs (left and right threaded) joined to a common drive sprocket (Fig 12). These differen-tials have advantages over the golf cart differentials in that both wheels must be turning at least the samespeed. If one wheel loses traction, torque will be transmitted to both wheels. In a corner, the outside wheel willbe spinning faster than the inside wheel and will freewheel. This will enable the moonbuggy to turn tightly

Figure 11. Ackerman steering geometry setup.


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without issue.

An intermediate cog assembly (Fig. 13)was positioned in between the pedalsand the differential to serve two func-tions: it moved the chainline from theoffset pedal chainline to the center, andit provided a means to quickly adjust

gear ratios. The cog housing was ma-chined from 6061 T-6 aluminum anddrilled and tapped for in an ISO 6-boltpattern (the same as a standard bicyclehub). Cogs ranging in size from 16 to 22teeth were then drilled so that they couldbe bolted to the cog housing. This ena-bled the gear ratios to be specifically setfor each rider, and if need be, changedquickly. The intermediate cogs ensurethe HammerSchmidts two speeds are

suitable for the course.

Larger wheels and tires were sourcedwith a more aggressive tread pattern. The2.7 inch wide Maxxis minion tires willaid traction. For stopping power, frontwheel AVID BB7 disc brakes are actuat-ed by a Paul Components duplex lever,which simultaneously actuates bothbrakes.

To transmit torque from the differentialto the wheel, a driveshaft is employed.The extendable driveshafts (Fig. 14) areeach comprised of two U-joints, a hollowtube, and splined shaft. This allows thedriveshafts to change length and angle soas to transmit toque to the wheelsthroughout their range of motion. Thefemale portion of the splined shaft isconnected to the driveshaft tube withfour bolts. These bolts are tightened, then

safety wired. Safety wire ensures the bolts will not loosen.

When assembling the driveshafts, it is important that the universal joints are placed in phase. Note the align-ment of the universal joints in Fig. 14. When a U-joint is rotating at an angled orientation, the outputs rota-tional velocity changes with respect to the inputs velocity (Fig. 15). The output velocity follows a sine curve.In order to cancel out the changes in rotational velocity, a second U-joint must be used which will make anequal and opposite angle to the first U-joint. If U-joints are placed out of phase, severe vibrations will occur.The axle assembly which drives each wheel is made of several components. On the driveshaft side, the axle ispinned to a U-joint. Two Timkentapered roller bearings ride in the upright. The axle is keyed to accept a 3/8key which mates with a keyway in the machined aluminum wheel drive. The wheel drive is made from 7075-

Figure 12. Freewheel dierenal disassembled to show components: axle, free-wheel, aluminum spacers, and main drive cog.

Figure 13. Intermediate cog housing with an assortment of cogs.


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T6 aluminum alloy for highstrength as it transmits all of thetorque to the wheels. A centerlockwheel bolt threads in to the axleand tightens against the wheel,which in turn tightens the bear-ings. The centerlock wheel bolt istightened for proper bearing pre-

load. A grease fitting was installedon the uprights to lubricate thebearings. This ensures the bear-ings can be maintained. Addinggrease will also force any lunardust out of the bearings.

The centerlock wheel bolt isthreaded differently on each sideof the buggy. On the right side ofthe buggy, the bolt is left hand

thread. On the left side of the bug-gy, the bolt is right hand thread.The reason for the difference inthreading is the same as the cen-terlock wheel on a racecar: epicy-clic precession. Due to manufac-turing, it is impossible to make thediameter of the axle and the wheelperfectly equal. This allows thepossibility for orbital motion be-tween the wheel and axle, much

like the motion of a hula-hoop

around a persons waist. As thebuggy moves forward, the axlewill tend to move faster than thewheel, which will tighten the cen-terlock bolts. For added measure,the bolts are safety wired. Whensafety wiring the wheels, someslack was left in the wire. One canquickly inspect the tautness of thewire. If it is taut, the wheel bolt is

lose. If the wire has some slack,the bolt is tight. Safety wire pro-hibits the bolt from backing outmore than 1/16th of a turn.

Analysis of the drivetrain was also completed. Based upon our pedal crank lengths and riders, we estimatedthe rider could output no more than 150 ft lbs of torque onto the drivetrain.. This provided the basis for thedriveshaft analysis. Suitable Curtiss U-joints were chosen based on manufacturers ratings. The driveshaft siz-ing was determined by calculating the fatigue factor of safety based on infinite life. It was found that the prop-er size driveshaft was 1.375 OD x 0.065 wall tubing. The 2012 moonbuggy used 1.625 OD x 0.180 wall

Figure 14. Drive sha components with safety wired bolts securing splined sha and U-

joints in phase.

Figure 15. Drivesha output vs. input speeds at various angles [1].

Figure 16. Axle components including U-joint, axle, bearings, 7075-T6 aluminum wheel

drive, keys, wheel hub, and centerlock bolt.


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tubing for driveshafts. Our analysis enabled a weight savings of 1.87 lbs/ft of driveshaft, nearly 6 pounds total,compared to the 2012 buggy.

In the event of a crash, the wheels are meant to deform before the frame or suspension. The theory is that if thewheel is bent, the buggy will still be controllable. If any member of the suspension or frame fails, the buggywill become unstable and unsafe. Additionally, a wheel is a stock part and is easily replaced. A new suspen-sion component would require refabricating.

Frame

The frame was the second to last subsystemdesigned. The purposes of the frame are toprovide an adequate structure to connect thesubsystems and allow for folding of the bug-

gy in the four foot cubic volume.

The 2012 moonbuggy was designed with asingle rail frame. We were not pleased withthe structural rigidity, specifically surround-

ing the hinge. It was determined a tubularspace frame could be built from thin walltubing so as to provide a rigid structure with-out adding weight. Due to the suspensiongeometry, a triangular space frame was cho-sen. The frame was fabricated from 4130chromoly, a high strength steel that is easilywelded. Main rails of the frame were con-structed form 0.75 OD x 0.049 wall tub-ing. Supports and bracing were constructedfrom 0.75 OD x 0.035 wall tubing. Cross

bracing was done in sections where possible. A spine was added to the lower frame rail for added strength. Itwas fabricated from bent 0.05 chromoly sheet.

Seating

Two seating positions were considered: forward facing and back-to-back seating. In back-to-back seating, rid-ers sit with their backs facing each other. This seatingstyle is advantageous in that it requires little space.The drawbacks are that the rear facing driver mustpedal backwards (unless a reversing mechanism isused) and cannot see what lies ahead of the buggy. A

forward facing seating option was chosen so that therear rider could pedal normally and see the courseahead.

The moonbuggy competition has seen its share of se-rious crashes. In our research, we noticed a disturbingprogression of events in rollover situations. In thefirst segment, the buggy would start to roll over. Rid-ers would instinctively outstretch their arms. As thebuggy continued to roll, riders arms would hit the Figure 18. Moonbuggy rollover crash [2].

Figure 17. 2013 moonbuggy triangular space frame. Note the front suspen-

sion is laidback by an angle of 10. Also note the spine welded to the lower

frame rail for addional strength.


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ground followed by their heads. Thebuggy would then land on the top of theoccupants.

In order to increase rider safety, we haveincorporated keelbars in to the seatframe. The highest point on the buggy isno longer the occupants heads, but ra-

ther the keelbars. Unlike a rollbar, thekeelbars are not designed to protect therider in a rollover event, but rather pre-vent a rollover event from occurring. Asthe buggy tips, the keelbars will makecontact with the ground and prevent thebuggy from continuing to roll over. Inthis configuration, the occupants headsshould not make contact with theground. The keelbars are easily removedto facilitate space requirements.

Seat cushions are made from two inchthick high density foam for comfort and support. The seat back contains a cutout to accommodate the pedalswhen the buggy is in its folded position. High density circular foam provides the riders back with support.Technora rope, a high strength but lightweight material, prevents the seat from reclining too far. A singlelength was used which wraps around the seat back assuring equal loads on both sides.

Testing

Initial testing was done using computer modeling. With the CAD model, we were able to observe the suspen-

sion travel, measure the range of motion, check clearances, and measure folded dimensions. These initial test-ing steps were critical to our design, as many issues were discovered during this testing phase. For example, itwas discovered that the shocks would only mount in a specific orientation without minding or interfering withother components. How the shocks were mounted determined the rocker arm dimensions and the shockmounts. This issue was discovered and addressed before the frame had been started.

Testing components in FEA prior to fabrication ensured those components would not fail.

Once the frame, suspension, and steering had been fabricated and assembled, these systems could be tested.Bump steer was tested, and it performed just as designed: nearly zero bump steer throughout the suspensiontravel. Suspension travel was measured at seven inches, as was designed. With the wheels turned at full lock,

we pushed the buggy across a concrete floor. No squeaking was heard from the tires implying the Ackermangeometry was working to keep the tires from scrubbing. Steering stability was also noted. With the frontwheels slightly turned, the buggy was pushed forward. The steering returned to neutral almost immediately.The steering never wandered and was quite stable. Even with the steering disassembled so that the tie rodswere not connecting the front wheels together, one could push the buggy forward, and the wheels would trackstraight and true. We were very pleased with the results from our initial testing.

Once assembled, riders spent time practicing with the buggy so as to learn how it performed. The buggy wasridden over bumpy terrain. The riders also spent time practicing assembly techniques so as to reduce the setuptime for competition .

Figure 19. Seats with incorporated keelbars.


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Budget

The computer model enabled accurate estimates as to how much material was needed to complete the buggy.Based upon this model, the estimated cost of material was $7,000 and the estimated travel cost to Huntsville,Alabama was $1,500. An itemized component list is listed in Appendix B.

Fig. 20 displays the actual cost of construction as well as the travel budget. Fig. 21 illustrates funding sources.

With only $600 in funding from our university, the team was required to make up the difference. We workedhard to pitch our project to businesses, friends, family, and former members promising advertising space. Wewere pleased with the support we received.

The cost of construction was $6960.13. The cost of the outsourced laser cutting work was much greater thananticipated. We were able to offset the laser cutting cost by purchasing the HammerSchmidt cranks for$399.94 (each, plus $32.75 importation tariff) from a Canadian source as opposed to $650.00 -$750.00 cost

from sources in the U.S.

Conclusion

Building the 2013 moonbuggy was a good learning experience. It was an excellent way to learn practicalknowledge not taught in the engineering curriculum. We learned how to machine and fabricate metal compo-nents. We learned the proper use of fasteners, as well as good design techniques. We also gained computerskills with the implementation FEA and ProE. Putting to use the theoretical knowledge we have gained fromour engineering studies was rewarding.

Good time management was critical throughout the project. Detailed schedules and realistic goals helped the

team stay on task. Starting the design process over a year in advance and using computer modeling also saveddevelopment time. The computer model made fabrication smoother and more accurate. We were able to savemoney and time by engineering and analyzing the buggy through computer modeling before devoting re-sources to construction.

Personal

There were five mechanical engineers who were responsible for the design of the 2013 SIUC Moonbuggy.Ryan Schmidt was the project manager. He was responsible for much of the design work, CAD drawings, andthe welding. Caleb McGee was responsible for the frame as well as well as much of the Finite Elemental Anal-

Figure 20. Construcon and Travel Cost. Figure 21 Construcon Funding Sources.


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ysis. Dan Rogers was responsible for the drivetrain and did much of the machining on the axles. Nick Sagerwas responsible for the steering and various machining projects. Dylan Sartin was tasked to design the seatingand fabricate the fenders.

Team members resumes may be found in Appendix C.

Advisors Bio

Dr. Tsuchin "Philip" Chuis a Professor in the Department of Mechanical Engineering and Energy Processes atSouthern Illinois University Carbondale (SIUC). He was a faculty member of Polytechnic University in NewYork before he joined SIUC in 1990. Dr. Chu has conducted research for over 30 years in areas such as non -destructive evaluation (NDE), biomedical engineering, experimental mechanics, computer-aided design, man-ufacturing, and engineering (CAD/CAM/CAE), finite element analysis (FEA), sensors and instrumentation. Heis a pioneer in the area of digital image correlation (DIC) and at the cutting edge of research in NDE and bio-mechanics. He has more than 80 peer-reviewed journal publications and conference proceedings and over $2M in grants from NASA, Boeing, US Air Force, IBM, Illinois Clean Coal Institute, etc. Dr. Chu advised morethan 40 graduate students. He developed the Intelligent Measurement and Evaluation Lab (IMEL) which hous-es state-of-the-art equipment including DIC system, infrared (IR) thermography system, as well as emersion,contact, and air-coupled ultrasonic C-scan systems. Dr. Chu has participated in many summer research pro-

grams (NASA and the US Air Force) as a Research Fellow. He is currently serving on the ASNT (AmericanSociety of Nondestructive Testing) St. Louis Section Board of Directors. He is also an associate editor for theprofessional journal Experimental Techniques. Dr. Chu is a co-founder of ClipiusTechnologies,a think-tank

company which produces intellectual property in the areas of defense, aerospace and biomedical devices.

Education:

12/1982 Ph.D., Mechanical Engineering, University of South Carolina, Columbia, SC.Dissertation:"Digital Image Correlation Methods in Experimental Mechanics"

6/1980 M.S., Mechanical Engineering, Auburn University, Auburn, AL.Thesis:"Effect of Swirling Flow on Discharge Coefficients of Venturi Flow Meters"

6/1974

B.S.E., Mechanical Engineering, National Cheng Kung University, Taiwan, R.O.C.

Expertise and Research Interests:

Non-destructive evaluation: Thermography, image correlation, ultrasonics

Biomechanics: testing and measurements of bone allograft and soft tissue of diabetic foot, spinal implants

Fracture mechanics: short crack growth and damage zone evaluation on particulate composites

Experimental mechanics: digital image correlation and laser speckle interferometry

Composite materials: finite element analysis, impact damage and repair, microcracking, porosity

Composite structure for advanced spacecraft systems

Image analysis and damage assessment of materials

MEMS and Nano-technology: silicon micro-machined vibratory gyroscope, strain measurement of thinfilm with nano-scale accuracy

CAD/CAM: computer-aided modular fixture design, machine vision


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15

Nomenclature:

1. Ultimate Strength: maximum stress a material can withstand without failure [3].

2. Yield Strength: stress at which a material exhibits an arbitrarily chosen specified percent elongation

(usually 0.20%) [3].

3. Camber: When viewing the vehicle from the front, camber is the angle the vertical axis of the wheel

makes with respect to the ground. Camber determines the size, shape, and pressure distribution of thetires contact area with the ground [4].

4. Caster: When viewing the vehicle from the side, caster is the angle of the axis which runs through the

pivots of the uprights. Caster should be such that the lower pivot is farther forward than the upper pivot

(positive caster). Caster promotes strait line stability [4].

5. Double Shear: Loading scenario where a bolt is supported on both sides of the load [5].

6. Scrub Radius: The distance at the road surface between the center of the tire contact patch and the king

pin angle. Scrub radius affects the steering feel and effort required to turn the wheels [4].

7.

Single Shear: Loading scenario where a bolt is supported on one side of the load. In fact, the singleshear mount is a crime against nature and a perversion of the bad engineer, notes Carroll Smith [5].

8. Toe: The angle the horizontal axis of the tire makes with respect to the center axis of the frame. Toe is

used to promote straight line stability [4].

References

[1] Wikipedia. (2013, March 16). Retrieved March 25, 2013, from http://en.wikipedia.org/wiki/

Universal_joint#Double_Cardan_Shaft

[2] NASA/MSFc. (n.d.).Flickr. Retrieved October 3, 2012, from http://www.flickr.com

[3] Smith, C. (1984). Engineer to Win. St. Paul: MBI Publishing Company.

[4] Smith, C. (1975). Prepare to Win. Fellbrook: Aero Publishers, INC.

[5] Smith, C. (1990). Nuts, Bolts, Fasteners and Plumbing Handbook. St. Paul: MBI Publishing Company.


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16

Appendix A. Moonbuggy Work Schedule.

Tentave Buggy Schedule

Week As Planned As Worked

1 Mar 1-Aug 5 Preliminary design work Preliminary design work

2 Aug 6-12 Rene suspension design Rene suspension design

3 Aug 13-19 Design drivetrain Design drivetrain

4

Aug20-26

Rene seang design

Rene seang design

5 Aug 27-2 Design steering Design steering

6 Sept 3-9 Drivetrain design and component research Drivetrain design and component research

7 Sept 10-16 Rene frame design Rene frame design

8 Sept 17-23 Design simulated components Design simulated components

9 Sept 24-30 Finalize suspension, Design driveshas Finalize suspension, Design driveshas

10 Oct1-7 Order parts for suspension Order parts for suspension

11 Oct 8-14 Build A arms Prepare U-joints

12 Oct 15-21 Build uprights, susp. mounts cut, design frame lock CAD modeling

13 Oct 22-28 FEA tesng

14

Oct 29-4

Finalize frame

Finalize frame

15 Nov 5-11 Order parts for frame , design dierenal mount Order parts for frame

16 Nov12-18 Build frame Laser cung of A arm components

17 Nov 19-25 Build frame Build A arms

18Nov 26-2

Build frame, design steering

Order drivetrain/ suspension components/

wheels

19 Dec 3-9 Order drivetrain/ suspension components/wheels Fabricate Axles

20 Dec 10-16 Design seats & keelbar Susp. mounts cut

21 Dec 17-23 Fabricate Axles Fabricate Axles

22 Dec 24-30 Design pedal mounts Build uprights, design frame lock

23 Dec 31-6 Build frame

24Jan 7-13

Complete rocker arms (Rolling Chassis), nalize

drivetrain design Build frame

25 Jan 14-20 Complete frame lock, order parts for di. design dierenal mount

26 Jan 21-27 Complete di, mount drivetrain Fabricate Axles, nalize drivetrain design

27 Jan 28-3 Complete drivetrain Design steering

28 Feb 4-10 Complete seats Complete rocker arms

29 Feb11-17 Complete steering Complete axles and driveshas

30 Feb 18-24 Build accessory boxes, Complete steering

31Feb 25-3

Fabricate seats, mount seat belts

Finish milling aluminum for drivetrain& steer-

ing

32

Mar 4-

10

Finish Buggy

Design seats & keelbar

33 Mar 11-17 Test, complete design comp. report (Rolling Chassis)

34 Mar 18-24 Test, nalize and mail report Complete di, mount drivetrain

35 Mar 25-31 Test Fabricate seats, mount seat belts

36 Apr 1-7 Paint Design pedal mounts, Complete drivetrain

37 Apr 8-14 Photograph Build accessory boxes

38 Apr 15-21 Finish Design Report Test, Tune, Paint, Photograph

39 Apr 21-27 Compeon (25th) Compeon (25th)


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17

Appendix B. Itemized Parts List.

Part Quanty Size Part Number Price/item Total

4130 Round Bar 1.25" bar (stub Axle) 3 1 3 - $ 44.42 $ 44.42

4130 Round Bar 1.75" Bar (Di Axle) 2 Length 1 2 - $ 52.62 $ 52.62

4130 Tubing 1.375x0.065 (Drivesha) 6 1 6 - $ 40.19 $ 40.19

Aluminum Plate 8"x8"x0.5" thick (Di) 2 - - $ 19.76 $ 39.52

Splined sha: 24" External, 3/4 Nominal Diameter 1 - A 1C25-75002 $ 31.12 $ 31.12

Splined Coupler: 1.5" Internal, 3/4 Nominal Diameter

4 -

A 1C26-75012

$ 32.50 $ 130.00

See DH 20mm 32 Hole Hub 4 - 45073 $ 34.98 $ 139.92

Echo TR 26 Rear Rims 32h Black 4 - - $ 40.00 $ 160.00

ACS FAT Freewheel 16t 3/16" 2 - 18614JB $ 17.99 $ 35.98

ACS Fat Single Freewheel 16T x 3/16" Southpaw Le

Side Drive Black2 - 125766 $ 18.68 $ 37.36

Take-Apart Mil. Spec U-Joints 1 1/4" 8 2456K17 - $ 59.25 $ 474.00

1.25" 4130 Round Rod 1 2 - $ 31.59 $ 31.59

Double Sealed Bearing (7/8" ID, 1.875" OD) 3 - 60355K707 $ 11.82 $ 35.46

M5 x 20mm Torx Drive Buon Head Screw 1 - 92832A446 $ 8.40 $ 8.40

Avid BB7 Mechanical Disc Brake (160mm)

2

160mm

30160

$ 49.98 $ 99.963/8 x 3/8 Oversized Key 1 - 98830A300 $ 2.85 $ 2.85

3/8 x 3/8 Standard Key 1 - 98535A170 $ 7.42 $ 7.42

DK Double Bued Spokes Red Anodized (50pcs) 2 244mm - $ 26.99 $ 53.98

Maxxis Minion Tires 4 - - $ 68.00 $ 272.00

Sealed Ball Bearing (intermediate sha) 4 19.05x35x11mm 6202-2RS-12 $ 4.95 $ 19.80

Dimension 20T Cog 1 - - $ 5.00 $ 5.00

Dimension 18T Cog 2 - - $ 3.12 $ 6.24

Dimension 16T Cog 2 - - $ 3.12 $ 6.24

Dimension 17T Cog 2 - - $ 3.12 $ 6.24

Aluminum Rod, 2 1/8" 1 1 8974K731

$ 24.62 $ 24.62M5 x 18mm Bolt 1 - 91290A238 $ 9.17 $ 9.17

Set Screw Sha Collars 4 - 9946K19 $ 3.06 $ 12.24

4130 Steel Tube, 0.75" OD x 0.065" wall (Int Sha) 1 3 - $ 16.49 $ 16.49

4130 Rod 1.75" Diameter 1 10-12" - $ 17.21 $ 17.21

4130 Tube: 0.375" x 0.065" 1 3 - $ 12.71 $ 12.71

4130 Tube: 1.5" x 0.058" 1 6 - $ 41.84 $ 41.84

Drill Bit (4.2mm) 1 - 30565A263 $ 2.02 $ 2.02

Flat washer 37mm OD x 13mm ID 4 - 94316A540 $ 5.87 $ 23.48

Flat washer 37mm OD x 13mm ID 1 - 91116A180 $ 5.89 $ 5.89

1/2"-13 Thread, 1-1/3" length, LH Bolt 2 - 91670A716 $ 16.21 $ 32.42

1/2"-13 Thread, 1-1/3" length, RH Bolt 1 - 90117A716 $ 9.96 $ 9.96

Manitou SPV Shock Pump 1 - PU406C01 $ 33.99 $ 33.99

Truvav Isis Drive BB Tool Black 1 - TL401B06 $ 17.50 $ 17.50

Truvav GXP and Howitzer BB Installaon Black 1 - TL401B07 $ 28.00 $ 28.00

Truvav HS BB Freeride type 68/73mm 2 - BB289C00 $ 54.99 $ 109.98

TV HammerSchmidt Grease 1 - CM242B00 $ 22.10 $ 22.10

HammerSchmidt FR Crankset 2 165-22-24T - $ 399.94 $ 799.88

Manitou Swinger Shock 4 - 100060066 $ 69.95 $ 279.80

Sprocket 27 tooth 410 1" ID #190 #65 21/2" Pitch, 1/8"

Width- $ 9.70 $ 19.40


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18


Boom Bracket Shell 2 1.5" x 68.5mm BB2007 $ 6.46 $ 12.92

ISCG05 Mount 2 1.500" MS2010 $ 8.12 $ 16.24

Piston Cup Seal (3/4" x 2") 1 - 9411K16 $ 5.56 $ 5.56

Metric spacer (brakes) 14mm 10 - 94669A181 $ 0.78 $ 7.80

M6 bolts (brakes) 1 - 91239A330 $ 7.11 $ 7.11

M6 Washers 1 - 93475A250 $ 4.86 $ 4.86

Grease Fing 1/4"-

28

1 -

1103K31 $ 3.25 $ 3.25Steel Oversized Key Stock 3/8" x 3.8" 1 - 98830A300 $ 2.85 $ 2.85

DMR STS Chain Tensioner 2 - - $ 18.75 $ 37.50

Jagwire Ripcord DIY brake kit (black) 1 - - $ 24.38 $ 24.38

Paul Components Duplex Lever, black 1 - - $ 59.95 $ 59.95

SRAM X0 Trigger Shiers (2 Speed Front (Le) Only, Black) 2 - - $ 104.75 $ 209.50

Xpedo MX Force Mag. Pedals 2 - - $ 64.04 $ 128.08

Retrospec Velcro Straps 2 - - $ 12.22 $ 24.44

Weldable Tube End, 3/4 5 - FKB-1504 $ 4.95 $ 24.75

M6 x 30mm bung 2 - - $ 3.25 $ 6.50

M8 x 30 mm bung 2 - - $ 3.25 $ 6.50

Chain (9 speed) 5 - - 23.95 119.75

5/16-24 Bolt 3" length (Di) 2 - 92196A349 $ 4.42 $ 8.84

0.75" OD x 0.035" WALL x 0.68" ID 4130 NORMALIZED TUBE 4 6 - $ 28.53 $ 114.12


0.08" ALLOY STEEL 4130 ANNEALED SHEET 4 12x12 - $ 26.82 $ 107.28

4130 Tubing 0.75X0.035 (Frame) 6 4 6 - $ 28.53 $ 114.12

0.375" 4130 Round Rod 1 2 - $ 2.84 $ 2.84

0.75" OD x 0.049" Wall 4130 Tube 3 6 - $ 24.63 $ 73.89

0.125" 4130 Plate, 12" x 12" 2 - - $ 26.82 $ 53.64

0.05" 4130 Plate, 12" x 12" 2 - - $ 10.67 $ 21.34

Wear Resistant Nylon (1/2 OD, 3/8 ID) 1 5 8628K28 $ 6.34 $ 6.34

Goarlite (1/2 OD, 5/16 ID) 1 40" 86555K243 $ 10.96 $ 10.96

Spring Pin: 3/16" x 1.75" 4 - 95765A424 $ 3.10 $ 12.40

Spring Pin: 3/32" x .75" 1 - 95765A225 $ 7.43 $ 7.43

0.344" OD Spring x 1.5" length 1 - 1986K89 $ 4.76 $ 4.76

4130 Tube .5"OD x .37" ID 1 - 89955K55 $ 28.44 $ 28.44


4130 Tube: 0.75" x 0.065" 1 3 - $ 11.54 $ 11.54

4130 Sheet 12" x 12" x 0.125" 2 - 4459T11 $ 24.23 $ 48.46

Steel Sheet 0.030" thick, 24" x 36" 2 - 6544K17 $ 18.77 $ 37.54

Polyurethane Foam (5)

1 -

8643K521 $ 24.69 $ 24.69

Canvas 1 2 Yards $ 14.95 $ 14.95

Rear Seat Belt 76-95 Jeep CJ Wrangler 2 - - $ 19.95 $ 39.90

Polyurethane Foam (4) 1 - 8643K521 $ 24.60 $ 24.60

1/4"-20 Stainless Steel Bolt 1 - 92196A550 $ 7.67 $ 7.67

1/4"-20 Stainless Steel Nut 1 - 91831A029 $ 5.01 $ 5.01

4130 Tube 0.75" OD x 0.058" Wall 2 6 - $ 26.85 $ 53.70

4130 Tubing 0.625x 0.058 (A-Arm/Steering) 12 2 6 - $ 29.98 $ 59.96

0.625" OD x 0.065" Wall 4130 Tube 1 4 - $ 25.39 $ 25.39

Steel Needle Roller Bearings, 1" sha, 1.25" OD 2 - 5905K127 $ 11.37 $ 22.74


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19


Nylon Tube, 0.75" OD x 0.625" ID 1 - 8628K59 $ 10.14 $ 10.14

Set Screw Sha Collar, 7/8" ID x 1/5" OD 2 - 9946K22 $ 3.54 $ 7.08

6061 Aluminum bar, 1" x 2.5" x 1' 1 - 8975K391 $ 20.20 $ 20.20

18-8 Threaded Rod 5/16"-24 x 2" 1 2" 95412A609 $ 6.37 $ 6.37

4130 Steel Tube, 1.375" OD x 0.083" wall (Headtube) 1 1 - $ 11.66 $ 11.66

4130 Steel Tube, 1" OD x 0.049" wall (Downtube) 1 1 - $ 6.86 $ 6.86

4130 Steel Tube, 0.875" OD x 0.049 wall (Handlebar)

1

5 -

$ 22.63 $ 22.634130 Steel Tube, 0.875" OD x .065 wall (Steertube) 1 1 - $ 7.69 $ 7.69

4130 Steel Tube, 0.5" OD x 0.058" wall 1 1 - $ 8.73 $ 8.73

6061-T6 Aluminum Plate, 0.5" thick 1 8" x 8" - $ 19.76 $ 19.76

1/4" Rod End 1 - FKB-ALJM4 $ 8.95 $ 8.95

Weldable Tube End, 1/4" 1 - FKB-1202 $ 3.95 $ 3.95

Jam Nut, 1/4" 1 - FKB-AJNRO4 $ 0.50 $ 0.50

1/4" Rod End (LH thread) 1 - FKB-ALJML4 $ 8.95 $ 8.95

Weldable Tube End, 1/4" (LH thread) 1 - FKB-1202L $ 3.95 $ 3.95

Jam Nut, 1/4" (LH thread) 1 - FKB-AJNLO4 $ 0.50 $ 0.50

1/4" Rod End Safety Washer 4 - SW14L $ 2.03 $ 8.12


Jam Nut, 5/16" 4 - FKB-AJNRO5 $ 0.50 $ 2.00

M5 Tap (4.2mm drill size) 1 - 8305A16 $ 6.67 $ 6.67

Carbon Fiber Tube 1 1 5287T14 $ 27.12 $ 27.12

5/16-24 Stainless Bolts 1 2.75" 92196A348 $ 9.05 $ 9.05


1/8" Spring Pin (Steering) 1 - 98195A525 $ 7.17 $ 7.17

M5 Nuts (steering) 1 - 94205A240 $ 6.09 $ 6.09

M5 Bolt (steering) 1 - 92290A268 $ 4.65 $ 4.65

M5 Washer 1 - 91166A240 $ 2.15 $ 2.15

Shoulder bolt 5/16 x 2 5 - 91259A591 $ 1.39 $ 6.95

Shoulder bolt 1/4 x 1 3 - 91259A542 $ 1.16 $ 3.48

Nut 10-24 1 - 95856A225 $ 3.76 $ 3.76

Tube Block 1 1 3/8" Bore FT4014 $ 18.07 $ 18.07

FKB Spherical Bearings 2 - FKs8 $ 5.95 $ 11.90

Super Swivel Ball Joint Rod Ends 1 - 6960T61 $ 9.92 $ 9.92

FK Spherical bearing Cup 4 - CP8 $ 9.95 $ 39.80

FK Spherical bearing 4 - FKS8 $ 5.95 $ 23.80

1/2" to 3/8" High Misalignment Spacer 4 - 8-6HB $ 8.95 $ 35.80


2" OD x 0.188" WALL x 1.624" ID 4130 NORMALIZED TUBE

1

1 -

$ 25.47 $ 25.47

0.125" ALLOY STEEL 4130 ANNEALED SHEET 4 12x12 - $ 21.47 $ 85.88

4130 Tubing 0.750x0.065 (Pushrods) 6 1 6 - $ 27.11 $ 27.11

FK Rod Ends 3/8" R 3 FKB-ALJM6 - $ 9.95 $ 29.85

FK Rod Ends 3/8" L 4 FKB-ALJML6 - $ 9.95 $ 39.80

FK Jam Nuts 3/8 R 4 FKB-AJNRO6 - $ 0.75 $ 3.00

FK Jam Nuts 3/8 L 4 FKB-AJNLO6 - $ 0.75 $ 3.00

FK Weld In Bung 3/8" L 4 FKB-1504L - $ 4.95 $ 19.80

FK Weld In Bung 3/8" R 3 FKB-1504 - $ 4.95 $ 14.85

Safety Washer 3/8" 14 MEZ-SW38L - $ 2.15 $ 30.10


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20


FK Rod End 5/16" L 2 FKB-ALJML5 - $ 8.95 $ 17.90

FK Rod End 5/16" R 9 FKB-ALJM5 - $ 8.95 $ 80.55

FK Weld In Bung 5/16 L 2 FKB-1303L - $ 3.95 $ 7.90

FK Weld In Bung 5/16 R 9 FKB-1303 - $ 3.95 $ 35.55

Safety Washer 5/16 (A-Arm) 22 MEZ-SW-51L - $ 2.15 $ 47.30

FK Jam Nuts 5/16 R 10 FKB-AJNRO5 - $ 0.50 $ 5.00

FK Jam Nuts 5/16 L

2

FKB-AJNLO5

-$ 0.50 $ 1.00

Timken Bearing 7 TMK-32005X - $ 15.95 $ 111.65

Bronze Flanged Sleeve Bearings 24 6338K463 - $ 1.38 $ 33.12

0.625" OD x 0.058" Wall 4130 Tube 1 6 - $ 29.98 $ 29.98

3/8" x 2.5 Shoulder Bolt 5 - 91259A634 $ 1.63 $ 8.15

3/8" X 1.5 Shoulder Bolt 5 - 91259A628 $ 1.39 $ 6.95

5/16 X 1.5 Shoulder Bolt 8 - 91259A587 $ 1.33 $ 10.64

5/16" X 1.75 Shoulder Bolt 8 - 91259A589 $ 1.36 $ 10.88

0.375" x 1.5" Length Spring 1 - 1986K12 $ 6.67 $ 6.67

Aluminum Lock Nut 1/4-20 1 - 95856A245 $ 4.32 $ 4.32

Aluminum Lock Nut 5/16-18

1

-95856A255

$ 7.27 $ 7.27

Aluminum Washer 5/16 Hole 1 - 93286A030 $ 9.50 $ 9.50

Steel Needle Roller Bearings, 3/8" sha, 9/16" OD 8 - 5905K122 $ 7.93 $ 63.44

4130 Steel Tube, 0.625" OD x 0.035" wall (Rocker arm) 1 3 - $ 18.23 $ 18.23

Shoulder bolt 3/8 x 1.25 5 - 91259A626 $ 1.36 $ 6.80

Shoulder bolt 3/8 x 2.25 5 - 91259A634 $ 1.63 $ 8.15

Shoulder bolt 5/16 x 1.25 5 - 91259A585 $ 1.23 $ 6.15

Bronze Thrust Bearings 10 - 7421K2 $ 0.53 $ 5.30

3/8" x 2.75" Shoulder Bolts 5 - 91259A635 $ 1.72 $ 8.60

Aluminum Washer 5/16 1 - 94589A320 $ 4.05 $ 4.05

3/8" X 1.5 Shoulder Bolt 5 - 91259A628

$ 1.39 $ 6.95Aluminum Washer 3/8 1 - 94589A350 $ 5.07 $ 5.07


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21

Appendix C. Resumes

Educaon

Southern Illinois University Carbondale: SIUC Graduate: May 2013

Bachelor of Science in Mechanical Engineering, Minor in Mathemacs

GPA: 3.97/4.0Employment

Intelligent Measurement and Evaluaon Laboratory: SIUC Aug. 2011-Present

Undergraduate Research Assistant

Performed research in nondestrucve evaluaon (NDE) of composite, carbon/carbon, and convenonal materi-

als using immersion ultrasound, air-coupled ultrasound, and infrared thermography.

Used NDE and Finite Element Analysis methods to complete research projects for the Center for Advanced Fric-

on Studies at SIUC and Emersion Inc.

Center for Embedded Systems: SIUC May 2012-Present

Undergraduate Research Assistant

Conducted research work for United Technologies and General Dynamics to solve design problems using Finite

Element Analysis and Computaonal Fluid Dynamics computer simulaon methods.

Department of Mathemacs: SIUC Spring 2011

Tutor

Tutored engineering students in mathemacs relang to calculus and dierenal equaons.

Computer Skills

Finite Element Analysis (ANSYS Workbench, Fluent)

Computer Aided Draing (AutoCAD, Autodesk Inventor, SolidWorks, Creo)

Computer programming: (C++, Java, Matlab)

Microso Oce Suite

Leadership and Involvement

SIUC NDE:Vice President(2012-Present)

SIUC Moonbuggy Design Team:Records Ocer(2012-Present), Treasurer(2011-12), President(2010-11)

SIUC Engineering Student Council (ESC):ESC Rep. of the SIUC Moonbuggy Design Team (2010-Present)

American Society for Nondestrucve Tesng:Member(2010-Present)

American Society of Mechanical Engineers:Member(2009-Present)

Honors and Awards

Dean Kenneth E. Tempelmeyer Outstanding Student Leadership Award: 2013

American Society for Nondestrucve Tesng Engineering Undergraduate Award: 2012

Annual award received by only three outstanding undergraduate students naonwide in the eld of NDT

SIUC College of Engineering Deans List: Fall 2009 -Fall 2012

Aisin Manufacturing, LLC Scholarship: 2011, 2012

Donald and Verl Free Scholarship: 2010

Tau Beta Pi Honors Society: 2010

Dr. and Mrs. Thomas B. Jeerson Scholarship: 2009

Alpha Lambda Delta Honors Society: 2009

Valedictorian Scholarship: 2009

Volunteer Work

Sound Booth Technician

Tau Beta Pi community service projects

Caleb [email protected]

1611 Sara Lane

Carterville, IL 62918

(618)-201-8187


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22

Daniel Michael Rogers618 East Campus Dr., Apt. A Carbondale, IL (815) 263-1206 [email protected]

Upcoming Southern Illinois University graduate in May 2013 offering a strong academic background with internshipexperience.

Looking forward to an opportunity to utilize my engineering education and expand my hands-on experience by work-

ing in areas of mechanical engineering.

Internship The Walt Disney Company

I was part of a team of attractions hosts working with tens of thousands of people daily. Our mission was to please

our guests by going above and beyond everybodys expectations.Coordinated with the engineering services team to inspect the parade floats to insure integrity, reliability, and safe-

ty.

I continue as Disneys College Program Lead Campus Representative at SIU.

Summer Internship Simon Wong Engineering

I worked with professional civil engineers on various projects, including bridges, concrete water tanks, and train sta-

tions for the Sprinter Rail Project a new 30-mile electric trolley system.

In the office, I was involved in working with: AutoCAD drafting, product estimation, determining concrete quantities,and correcting record drawings. Also, I worked with the field as part of the construction management team.

Server and Bartender, Buffalo Wild Wings

Produce Clerk/Utility Clerk, Kroger Food Stores

References Available Upon Request.

Targeting a career in Mechanical Engineering

EDUCATION

Southern Illinois University Carbondale, IL Degree expected 5/13

Bachelor of Science, Mechanical Engineering

Related Coursework:

-Hydraulics and Pneumacs

-Autodesk Inventor/ FEA simulaon

-President of Disney College Program Campus Rep team-

Vice President of Southern Illinois University Moonbuggy design team

Kankakee Community College, Kankakee, IL

Associate Degree in Engineering Sciences2007 to 2009

PROFESSIONALEXPERIENCE

Orlando, FL January to May 2010

San Diego, CA May to August 2007

EMPLOYMENT

HISTORY

Bradley, IL and Carbondale, IL September 2007 to present

Bourbonnais, IL August 2005 to September 2007

AVAILABLEFORRELOCATION& TRAVEL


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23

Dylan A. Sarn1146 7

thStreet

West Des Moines, IA 50265

(515) 664-1396

[email protected]

Objecve:

To obtain full-me employment as an entry level Mechanical Engineer.

Educaon:

Southern Illinois University Carbondale 62901

College of Engineering June 2010-May 2013

Major: Mechanical Engineering

Minor: Mathemacs

Skills:

Microso Oce

Autodesk Inventor Professional

JMP

Work Experience:

SIU Cra Shop:July 2010-Present

Assisted with sales and customer services

Maintained the wood shop as well as assisted individuals with woodworking projects

United Parcel Service: February 2007-May 2010

Loaded and unloaded packages into outgoing or incoming vehicles.

Sorted packages to their respecve desnaon hubs.

Trained new employees to execute the work correctly.

Lowes Home Improvement: May 2009-December 2009

Assisted with sales and customer services

Forkli and Sidewinder operator

Lumber sales and assistance

Extra-Curricular Acvies:

SIUC Moon Buggy Team

Design and manufacturing of a Moonbuggy to compete in the NASA sponsored 2013 Moonbuggy Race.

*References available upon request*


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24

Nicholas Sager12402 N. Sparrow Ln., Mt. Vernon, IL 62864 (618) 316 -3028 [email protected]

Educaon

Southern Illinois University Carbondale, May 2013

Bachelors of Science in Mechanical Engineering

Minor: Mathemacs

GPA: 3.665/4.0

Deans list: Fall 2009, Spring 2010, Fall 2010, Fall 2011, Spring 2012

Relevant Skills

Experience with Auto Cad, Microso Oce, Matlab

Work Experience

Internship at GE Aviaon as process engineer for commercial and military,

turbine stator manufacturing for CF-34, CF-6, GE-90, CFM, and F414 engines 2012

Internship at TU Braunschweig, Germany

MAMINA Research Training with Titanium Alloys under Dr. Siemers 2011

SIUC Engineering Peer Mentor2010-2011

Assistant Manager at Mt. Vernon Recreaonal Center 2011

Lifeguard at Mt. Vernon Recreaonal Center 2006-2011

Research

Titanium Alloys for Vehicle Exhaust Systems

Created a new tanium alloy that was lighter and less corroded by heat than the current alloy used in exhaust sys-

tems with Dr. Siemers

Acvies

SIUC Moonbuggy Club Treasurer 2012-Present

Tau Beta Pi Engineering Honor Society Member 2011-Present

Up l Dawn Execuve Board Recruitment Chairman 2010, 2012-Present

American Society of Mechanical Engineers Member 2009-Present

Phi Kappa Tau Fraternity Inc. Secretary 2010

SIUC Student Ambassador to the University of Internaonal

Business and Economics (UIBE) of Beijing, China 2010

SIUC Research Rookie2009-2010

SIUC Leadership Council 2009-2010

Alpha Lambda Delta Freshman Honor Society Member 2009

Awards and Honors

Presidenal Scholarship SIUC

Southern Illinois University College of Engineering Honors Student Award

Member of Southern Illinois Universitys Honors Program

Graduate of The Business Chinese Summer Camp of the University of Internaonal Business and Economics of Beijing, China

Volunteerism and Philanthropy

GE Volunteers Madisonville, KY-volunteered doing maintenance at local YMCA 2012

Volunteer for City Lights in St. Louis, MO

Assisted in the creaon of an urban farm for refugees in St. Louis 2012

Up Till Dawn Execuve Board $94,000 raised for St. Jude Childrens Hospital 2010-2011


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Ryan SchmidtPermanent Address: 105 Arbor Dr., Carterville, IL 62918

618-534-2224 Email: [email protected]

Education

Southern Illinois University Carbondale

Majoring in Mechanical Engineering May 2013

Minoring in Mathemacs

Current GPA: 3.94/4.0

Honors

Deans List: Fall 2009, Spring 2010, Fall 2010, Spring 2011, Fall 2011, Spring 2012, Fall 2012

Valedictorian Scholarship, 2010

Robert C. Byrd Scholarship, 2009-2011

College of Engineering Scholarship, 2011

Experience

Oce Clerk

Carbondale, IlBrandon Schmidt & Gonet, Aorneys at Law 2010 to Present

Responsible for organizing and ling correspondence.

Responsible for transporng trial exhibits.

Engineering Internship Abroad Germany

Technische Universitt Braunschweig 2011

MAMINA Research Training with Titanium Alloys under the direcon of Carsten Siemers.

Tasked to create a tanium alloy which was suitable for use in automove exhaust systems, thereby reducing vehicle weight. Titanium

alloy samples were subjected to high heat for varying amounts of me. Samples were prepared and their grain structures and oxida-

on layers were examined under a microscope.

Automove Engineering course including instrucon in chassis design, suspension design, driving dynamics, drivetrain, hybrid technolo-

gies, aerodynamics, and transmissions.

Extracurricular Activities

Moonbuggy Team President, Design Leader

Senior Capstone Project Manager

American Society of Mechanical Engineers Member

Tau Beta Pi Member

Instrument Rated Private Pilot 2008

Airplane Owners and Pilots Associaon Member

Sports Car Club of America Member

Porsche Club of America Member

Building and Driving High Performance Cars

Built a 1966 GT40 replica, 1965 Shelby GT350 (ground up restoraon) and 1966 Shelby Cobra 427SC replica. Drove the Shelby Cobra

427SC at Putnam Park, 2009 and Gateway Internaonal Speedway 2007, 2008.

Technical Skills

WeldingTIG, sck, and oxy-acetylene

Microso Word; Microso Publisher; Microso Excel; Microso PowerPoint

Pro/Engineer Wildre 4.0; Creo Elements

AIAA Design Competition

Documents