Design Report for:

SIUC Moonbuggy Team

Presented:
April 15, 2013
Design Team Members:
Caleb McGee
Dan Rogers
Nick Sager
Dylan Sartin
Ryan Schmidt

Technical Advisor:
Dr. Tsuchin Philip Chu

Introduction
The 2013 Southern Illinois University Carbondale moonbuggy team is a group of mechanical engineering students whose goal was to design and build the best moonbuggy at NASAs Great Moonbuggy Race. Last
years moonbuggy from SIUC faced many mechanical difficulties. The moonbuggy was finished the day of
competition and raced with no testing. The steering lacked stability, suspension travel was nonexistent, the
seat frames failed, the transmissions failed in a single gear, and with only two wheels driven it became stuck
often. To make matters worse, the moonbuggy did not meet the folding requirements which added a two minute penalty.
The 2013 moonbuggy is an all new design. Although every component is new, many of the design decisions
are 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 consuming 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, where
most of the machining and fabrication was completed, was available on a limited basis. Team members class
schedules made it difficult to work in the machine shop during these hours. Because the university machine
shop does not have CNC metal cutting capabilities, many parts were outsourced to be laser cut, often being
completed 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 and
fabrication was assigned to individuals. One individual would design the frame, after which another would design the suspension around the frame. The next team member would then design the drivetrain around the suspension and the frame, and so on. This produced a moonbuggy in which each subsystem was optimized to
work around the existing subsystems. The last subsystem designed, the steering, looked as if it was an afterthought; it functioned as such.
The 2013 team set out to ensure each subsystem was optimized to work with the other subsystems. Two actions were taken to accomplish this. First, the buggy was not designed subsystem by subsystem. Instead, realistic performance goals were first set for each subsystem. Subsystems were then designed to achieve performance goals while working with other subsystems. Designing in this fashion was difficult as it required each
subsystem be thoroughly thought out and coordinated with other subsystems before the design was settled upon.
Second, steps were taken to design the buggy using the computer aided design program, ProEngineer, before
any components were fabricated. Although time consuming, prototyping components in this way enabled us to
check the fit and function of every part prior to building. It also ensured that design goals like suspension trav2

el and steering geometry were met. Choosing to design the buggy entirely in the computer prior to building
was the single most important decision made throughout the project. The computer model, although time consuming to create, dramatically reduced fabrication time.
Prior to fabricating components, the design was tested and optimized. A basic static analysis was completed on
the suspension and frame with a loading scenario simulating the buggy incurring 2gs on two wheels. This
would 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 components was Finite Elemental Analysis (FEA). Parts were loaded statically within ANSYS Workbench 14.0, and
valuable information including stress concentration and factor of safety was determined. FEA enable us to determine when and how a component would break, thereby enabling us to improve the design. The design of
each 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 designed 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, it
had to be light enough to be carried by the two person team, and it had to be capable of traversing rough terrain.
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 expensive. 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 yield
strength2. 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 fold
in to the frame. The seats were the most difficult assembly to make fold. The seats were designed to be taller
than 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 forces 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 airborne
on 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 be
adjustable so that camber3 and caster4 could be tuned for desired performance. Many hours were spent researching suspension design on Baja SAE and Formula SAE engineering forums, competitors moonbuggy
websites, and engineering books. Carroll Smith is the author of several excellent books including Prepare to
Win; Tune to Win; Drive to Win; Engineer to Win; and our teams favorite: Nuts, Bolts, Fasteners and Plumbing Handbook. These books contain detailed information on designing and setting up suspension and steering
systems. They also give detailed information on the importance of double shear joints5, how to fasten materials
together for the highest strength, and how to use rod ends properly. Carroll Smiths advice was used throughout the design process.
Possible suspension designs included solid axles, single A-arm suspension, and independent suspension. Although more complex, the independent suspension system was the only system which would allow the adjustability 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. The
front 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 inches, 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-

Figure 1. Suspension and steering geometry.

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, leading
to more vehicle lean. Because the riders are heavier than the buggy, the riders can lean in the turns which effectively 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 passes
through the points where the upright attaches to the A-arms. The king pin angle defines the scrub radius6 of the
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tire. When the king pin axis passes through the point
where the tire meets the ground, the scrub radius is
said to be zero. A zero scrub radius gives the steering a
self-centering effect, but can make the steering feel
numb. The king pin angle on the 2013 moonbuggy is
designed such that the scrub radius is slightly greater
than zero. This will give the steering centering properties 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 horizontal, as seen in Fig. 17. Layback functions to reduce
the horizontal force from bumps by transmitting a
component of that force into the springs. It follows the
same principal as the leading lip of a ski to rise over
obstacles rather than collide with them. Additional
tuning the suspension is possible by incorporating
FK aluminum rod ends in the upper A-arms which are
spaced by aluminum washers where they mount to the
frame. By adding or subtraction washers, the suspension is adjustable for caster and camber.

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

another moonbuggy. This is a poor design.

In order to achieve the goal of 7.5 inches of wheel

travel, a suitable shock absorber had to be found. Bicycle coil over shock absorbers have, on average, between 1 and 2.5 inches of travel. For such a shock absorber to work with the suspension, it would have to be
mounted close to the frame where the angular deflection would be smaller. However, this would create excessive forces through the A-arms.
The alternate solution was to use a rocker arm to actuate the shock absorbers. Rocker arms are used on high
Figure 3. Use of FK spherical bearings in uprights in double
performance vehicles including Formula 1 racecars. shear. This is the design used on the 2013 SIUC moonbuggy.
The rocker arm allows for the shock absorber to be
mounted 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 set
up as a lever so that the 2.5 inches of shock travel from the 4-way adjustable Manitou Swinger SPV shock
absorbers can be translated to 7.5 inches of wheel travel. The rocker arms contain roller bearings and oil impregnated bronze thrust bearings for smooth rotation under load.
Special attention was given to ensuring proper component use. Many teams incorrectly used rod ends in their
suspension 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 in
size 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 provide
a stronger and lighter suspension system.

Figure 5. Rocker arm with brace.

Figure 4. Rocker arm without brace.

FEA was used extensively during suspension design. Components which were analyzed using FEA included
the A-arms, uprights, steering components, frame, and keelbars. The design of each of these parts was modified 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 contains no top brace while the model on the right incorporates a top brace. From the figures above, it can be seen
that the factor of safety is increased from 2.67 to 2.74 with the addition of the brace. This prompted the inclusion of a brace in the final design.

Figure 6. Front upright on a fixture for fitting and welding.

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

Suspension components were fabricated from 4130 chromoly steel. All welds were done with a TIG welder
and ER80S-D2 filler wire. TIG welding is stronger weld than MIG welding, but is time consuming. Welding
was the single most time consuming aspect of construction. Jigs were used in the fabrication of each component, 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 with
different 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.

The integrity of the actual materials and fabrication methods used to construct the moonbuggy are critical to
both safety and success. To inspect critical regions on the buggy for proper assembly integrity, nondestructive
testing (NDT) was implemented for the inspection of the welds. Liquid penetrant (LP) testing was chosen as
the ideal NDT method for these inspections due to weld types and material thicknesses used in the components, and the high sensitivity of LP inspections to cracks in welds. A portable, aerosol LP kit was used to
conduct the inspection. Each inspection consisted of pre-cleaning the part, applying the red dye penetrant, allowing the penetrant to be absorbed into any cracks over a 20 minute dwell time, removing the excess penetrant 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 side
of the weld bead on a fabricated a-arm, caused by incomplete fusion of the filler material to the metal. This
information allowed our team to solve the problem and produce much higher quality welds on all of the components used to assemble the final, competition-ready buggy.

Figure 8. Application of the red dye penetrant.

Figure 9. Note the dark red band of dye at the top of the
weld. This is a defect.

Steering
The steering system was designed
to be predictable, have no bump
steer, and incorporate Ackerman
geometry. Predictability and steering stability comes mainly from
suspension geometry (king pin
angle and caster).
Bump steer was an issue with the
2012 moonbuggy. Because of the
steering and suspension geometry,
as the wheel went over a bump, it
would cause the wheel to turn
Figure 10. 2013 moonbuggy steering and suspension.
without any driver input. Bump
steer is dangerous in that it is unpredictable, uncontrollable and causes excessive stress on steering components. 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 in
designing for near zero bump steer: the intersection point of the control arms and steering tire rod axes, the
inner suspension and tire rod mounting plane, and the outer suspension and tie rod mounting plane. As shown
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by the red lines in Fig. 1, the axes of the A-arms and tie rod meet at
the same point. The blue lines in Fig. 1 represent the planes in which
in suspension and tie rods mounts lie. The moonbuggy achieves near
neutral bump steer over most of its range of travel.
Many moonbuggies employ tank style steering in which the driver
pushes and pulls levers in order to steer the vehicle. Tank style steering usually involves many linkages with rotating cranks. Aligning the
cranks to account for proper steering geometry is difficult. To simplify the linkages, a steering system was designed which would function
similar to a rack and pinion steering system. A center rod slides back
and forth actuated by a cam connected to the handle bars. The system
is compact and is adjustable for toe8.
Ackerman geometry comes from the need for the inside wheel to turn
at a greater angle in a corner. The 4 foot track of the vehicle means the
inside wheel will follow a circular path with a radius of 4 feet less
than 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 of
the rear axle (Fig. 11), which has no effect on the performance.
Figure 11. Ackerman steering geometry setup.

Drivetrain

The 2012 two wheel drive buggy did not perform well. The buggy would often lose traction on the driven
wheels while attempting to overcome gravel obstacles. The only option was to exit the vehicle and push. The
2013 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 that
a team could pedal through the course with only one working gear. The 2012 drivers determined it would be
possible to navigate the course with two gears: one for the speed in the downhill portion, and one for climbing
over obstacles and up inclines. Rather than use an 8 speed transmission, the 2 speed HammerSchmidt crank
system was chosen. The HammerSchmidts have advantages over transmissions in that they may be shifted at
any 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 Force pedals.
The differential is an important component in the drivetrain, as it helps divide the power sent to each wheel on
the axle. This is especially important when the buggy turns. Because the outer wheel is covering a greater distance, 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 the
2012 moonbuggy. It was heavy and it was an open differential. This means that if one wheel loses traction, all
of 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 FAT
bicycle freewheel hubs (left and right threaded) joined to a common drive sprocket (Fig 12). These differentials have advantages over the golf cart differentials in that both wheels must be turning at least the same
speed. If one wheel loses traction, torque will be transmitted to both wheels. In a corner, the outside wheel will
be spinning faster than the inside wheel and will freewheel. This will enable the moonbuggy to turn tightly
8

without issue.
An intermediate cog assembly (Fig. 13)
was positioned in between the pedals
and the differential to serve two functions: it moved the chainline from the
offset pedal chainline to the center, and
it provided a means to quickly adjust
gear ratios. The cog housing was machined from 6061 T-6 aluminum and
drilled and tapped for in an ISO 6-bolt
pattern (the same as a standard bicycle
hub). Cogs ranging in size from 16 to 22
teeth were then drilled so that they could
be bolted to the cog housing. This enabled the gear ratios to be specifically set
for each rider, and if need be, changed
quickly. The intermediate cogs ensure
the HammerSchmidts two speeds are
Figure 12. Freewheel differential disassembled to show components: axle, freesuitable for the course.
wheel, aluminum spacers, and main drive cog.

Larger wheels and tires were sourced

with a more aggressive tread pattern. The
2.7 inch wide Maxxis minion tires will
aid traction. For stopping power, front
wheel AVID BB7 disc brakes are actuated by a Paul Components duplex lever,
which simultaneously actuates both
brakes.
To transmit torque from the differential
to the wheel, a driveshaft is employed.
The extendable driveshafts (Fig. 14) are
each comprised of two U-joints, a hollow
tube, and splined shaft. This allows the
driveshafts to change length and angle so
as to transmit toque to the wheels
throughout their range of motion. The
female portion of the splined shaft is
connected to the driveshaft tube with
Figure 13. Intermediate cog housing with an assortment of cogs.
four 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 alignment of the universal joints in Fig. 14. When a U-joint is rotating at an angled orientation, the outputs rotational 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 an
equal 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 is
pinned to a U-joint. Two Timken tapered roller bearings ride in the upright. The axle is keyed to accept a 3/8
key which mates with a keyway in the machined aluminum wheel drive. The wheel drive is made from 70759

T6 aluminum alloy for high

strength as it transmits all of the
torque to the wheels. A centerlock
wheel bolt threads in to the axle
and tightens against the wheel,
which in turn tightens the bearings. The centerlock wheel bolt is
tightened for proper bearing preload. A grease fitting was installed Figure 14. Drive shaft components with safety wired bolts securing splined shaft and Ujoints in phase.
on the uprights to lubricate the
bearings. This ensures the bearings can be maintained. Adding
grease will also force any lunar
dust out of the bearings.
The centerlock wheel bolt is
threaded differently on each side
of the buggy. On the right side of
the buggy, the bolt is left hand
thread. On the left side of the buggy, the bolt is right hand thread.
The reason for the difference in
threading is the same as the centerlock wheel on a racecar: epicyclic precession. Due to manufacturing, it is impossible to make the
diameter of the axle and the wheel
perfectly equal. This allows the
possibility for orbital motion beFigure 15. Driveshaft output vs. input speeds at various angles [1].
tween the wheel and axle, much
like the motion of a hula-hoop
around a persons waist. As the
buggy moves forward, the axle
will tend to move faster than the
wheel, which will tighten the centerlock bolts. For added measure,
the bolts are safety wired. When
safety wiring the wheels, some
slack was left in the wire. One can
quickly inspect the tautness of the
wire. If it is taut, the wheel bolt is
lose. If the wire has some slack,
the bolt is tight. Safety wire prohibits the bolt from backing out Figure 16. Axle components including U-joint, axle, bearings, 7075-T6 aluminum wheel
more than 1/16th of a turn.
drive, keys, wheel hub, and centerlock bolt.
Analysis of the drivetrain was also completed. Based upon our pedal crank lengths and riders, we estimated
the rider could output no more than 150 ftlbs of torque onto the drivetrain.. This provided the basis for the
driveshaft analysis. Suitable Curtiss U-joints were chosen based on manufacturers ratings. The driveshaft sizing was determined by calculating the fatigue factor of safety based on infinite life. It was found that the proper size driveshaft was 1.375 OD x 0.065 wall tubing. The 2012 moonbuggy used 1.625 OD x 0.180 wall
10

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 the
wheel is bent, the buggy will still be controllable. If any member of the suspension or frame fails, the buggy
will become unstable and unsafe. Additionally, a wheel is a stock part and is easily replaced. A new suspension component would require refabricating.
Frame
The frame was the second to last subsystem
designed. The purposes of the frame are to
provide an adequate structure to connect the
subsystems and allow for folding of the buggy in the four foot cubic volume.
The 2012 moonbuggy was designed with a
single rail frame. We were not pleased with
the structural rigidity, specifically surrounding the hinge. It was determined a tubular
space frame could be built from thin wall
tubing so as to provide a rigid structure without adding weight. Due to the suspension
geometry, a triangular space frame was chosen. The frame was fabricated from 4130
chromoly, a high strength steel that is easily
welded. Main rails of the frame were con- Figure 17. 2013 moonbuggy triangular space frame. Note the front suspenstructed form 0.75 OD x 0.049 wall tub- sion is laidback by an angle of 10. Also note the spine welded to the lower
frame rail for additional strength.
ing. Supports and bracing were constructed
from 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. It
was 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, riders sit with their backs facing each other. This seating
style is advantageous in that it requires little space.
The drawbacks are that the rear facing driver must
pedal backwards (unless a reversing mechanism is
used) and cannot see what lies ahead of the buggy. A
forward facing seating option was chosen so that the
rear rider could pedal normally and see the course
ahead.
The moonbuggy competition has seen its share of serious crashes. In our research, we noticed a disturbing
progression of events in rollover situations. In the
first segment, the buggy would start to roll over. Riders would instinctively outstretch their arms. As the
buggy continued to roll, riders arms would hit the

Figure 18. Moonbuggy rollover crash [2].

11

ground followed by their heads. The

buggy would then land on the top of the
occupants.
In order to increase rider safety, we have
incorporated keelbars in to the seat
frame. The highest point on the buggy is
no longer the occupants heads, but rather the keelbars. Unlike a rollbar, the
keelbars are not designed to protect the
rider in a rollover event, but rather prevent a rollover event from occurring. As
the buggy tips, the keelbars will make
contact with the ground and prevent the
buggy from continuing to roll over. In
this configuration, the occupants heads
should not make contact with the
ground. The keelbars are easily removed
to facilitate space requirements.
Figure 19. Seats with incorporated keelbars.

Seat cushions are made from two inch

thick high density foam for comfort and support. The seat back contains a cutout to accommodate the pedals
when 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 single
length 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 suspension travel, measure the range of motion, check clearances, and measure folded dimensions. These initial testing steps were critical to our design, as many issues were discovered during this testing phase. For example, it
was discovered that the shocks would only mount in a specific orientation without minding or interfering with
other components. How the shocks were mounted determined the rocker arm dimensions and the shock
mounts. 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 suspension
travel. 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 Ackerman
geometry was working to keep the tires from scrubbing. Steering stability was also noted. With the front
wheels 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 rods
were not connecting the front wheels together, one could push the buggy forward, and the wheels would track
straight 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 was
ridden over bumpy terrain. The riders also spent time practicing assembly techniques so as to reduce the setup
time for competition .
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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.

Figure 21 Construction Funding Sources.

Figure 20. Construction and Travel Cost.

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 worked
hard to pitch our project to businesses, friends, family, and former members promising advertising space. We
were pleased with the support we received.
The cost of construction was $6960.13. The cost of the outsourced laser cutting work was much greater than
anticipated. 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 practical
knowledge not taught in the engineering curriculum. We learned how to machine and fabricate metal components. We learned the proper use of fasteners, as well as good design techniques. We also gained computer
skills with the implementation FEA and ProE. Putting to use the theoretical knowledge we have gained from
our 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 saved
development time. The computer model made fabrication smoother and more accurate. We were able to save
money and time by engineering and analyzing the buggy through computer modeling before devoting resources 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, and
the welding. Caleb McGee was responsible for the frame as well as well as much of the Finite Elemental Anal13

ysis. Dan Rogers was responsible for the drivetrain and did much of the machining on the axles. Nick Sager
was responsible for the steering and various machining projects. Dylan Sartin was tasked to design the seating
and fabricate the fenders.
Team members resumes may be found in Appendix C.
Advisors Bio
Dr. Tsuchin "Philip" Chu is a Professor in the Department of Mechanical Engineering and Energy Processes at
Southern Illinois University Carbondale (SIUC). He was a faculty member of Polytechnic University in New
York before he joined SIUC in 1990. Dr. Chu has conducted research for over 30 years in areas such as nondestructive evaluation (NDE), biomedical engineering, experimental mechanics, computer-aided design, manufacturing, and engineering (CAD/CAM/CAE), finite element analysis (FEA), sensors and instrumentation. He
is a pioneer in the area of digital image correlation (DIC) and at the cutting edge of research in NDE and biomechanics. He has more than 80 peer-reviewed journal publications and conference proceedings and over $2
M in grants from NASA, Boeing, US Air Force, IBM, Illinois Clean Coal Institute, etc. Dr. Chu advised more
than 40 graduate students. He developed the Intelligent Measurement and Evaluation Lab (IMEL) which houses 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 programs (NASA and the US Air Force) as a Research Fellow. He is currently serving on the ASNT (American
Society of Nondestructive Testing) St. Louis Section Board of Directors. He is also an associate editor for the
professional journal Experimental Techniques. Dr. Chu is a co-founder of Clipius Technologies, a think-tank
company which produces intellectual property in the areas of defense, aerospace and biomedical devices.
Education:
12/1982
6/1980
6/1974

Ph.D., Mechanical Engineering, University of South Carolina, Columbia, SC.

Dissertation: "Digital Image Correlation Methods in Experimental Mechanics"
M.S., Mechanical Engineering, Auburn University, Auburn, AL.
Thesis: "Effect of Swirling Flow on Discharge Coefficients of Venturi Flow Meters"
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 thin
film with nano-scale accuracy
CAD/CAM: computer-aided modular fixture design, machine vision

14

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 the
tires 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 single
shear 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.

15

Appendix A. Moonbuggy Work Schedule.

Tentative Buggy Schedule

Week

As Planned

As Worked

Mar 1-Aug 5

Preliminary design work

Preliminary design work

Aug 6-12

Refine suspension design

Refine suspension design

Aug 13-19

Design drivetrain

Design drivetrain

Aug20-26

Refine seating design

Refine seating design

Aug 27-2

Design steering

Design steering

Sept 3-9

Drivetrain design and component research

Drivetrain design and component research

Sept 10-16

Refine frame design

Refine frame design

Sept 17-23

Design simulated components

Design simulated components

Sept 24-30

Finalize suspension, Design driveshafts

Finalize suspension, Design driveshafts

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

14

Oct 29-4

Finalize frame

Finalize frame

15

Nov 5-11

Order parts for frame , design differential mount

Order parts for frame

16

Nov12-18

Build frame

Laser cutting of A arm components

17

Nov 19-25

Build frame
Build frame, design steering

Build A arms
Order drivetrain/ suspension components/
wheels

18

Nov 26-2

FEA testing

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

Jan 7-13

Complete rocker arms (Rolling Chassis), finalize

drivetrain design

Build frame

25

Jan 14-20

Complete frame lock, order parts for diff.

design differential mount

26

Jan 21-27

Complete diff, mount drivetrain

Fabricate Axles, finalize 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 driveshafts

30

Feb 18-24

Build accessory boxes,

24

Fabricate seats, mount seat belts

Complete steering
Finish milling aluminum for drivetrain& steering

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, finalize and mail report

Complete diff, 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

Competition (25th)

Competition (25th)

31

Feb 25-3

16

Appendix B. Itemized Parts List.

Quantity

Size

Part Number

1
1

3ft
2ft

$
$

44.42
52.62

44.42

52.62

4130 Tubing 1.375x0.065 (Driveshaft) 6ft

6ft

40.19

40.19

Aluminum Plate 8"x8"x0.5" thick (Diff)

19.76

39.52

Splined shaft: 24" External, 3/4 Nominal Diameter

31.12

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

A 1C25-75002 $
A 1C26-75012 $

31.12

32.50

$ 130.00

Sette DH 20mm 32 Hole Hub

45073

34.98

$ 139.92

Echo TR 26 Rear Rims 32h Black

ACS FAT Freewheel 16t 3/16"
ACS Fat Single Freewheel 16T x 3/16" Southpaw Left
Side Drive Black

18614JB

$
$

40.00
17.99

$ 160.00
$ 35.98

125766

18.68

Take-Apart Mil. Spec U-Joints 1 1/4"

2456K17

59.25

1.25" 4130 Round Rod

2ft

31.59

$ 474.00
$ 31.59

Double Sealed Bearing (7/8" ID, 1.875" OD)

60355K707

11.82

35.46

M5 x 20mm Torx Drive Button Head Screw

92832A446

8.40

8.40

Avid BB7 Mechanical Disc Brake (160mm)

160mm

30160

49.98

99.96

3/8 x 3/8 Oversized Key

98830A300

2.85

2.85

3/8 x 3/8 Standard Key

98535A170

7.42

7.42

DK Double Butted Spokes Red Anodized (50pcs)

244mm

26.99

53.98

Maxxis Minion Tires

68.00

$ 272.00

Sealed Ball Bearing (intermediate shaft)

4.95

19.80

Dimension 20T Cog

5.00

5.00

Dimension 18T Cog

3.12

6.24

Dimension 16T Cog

3.12

6.24

Dimension 17T Cog

3.12

6.24

Aluminum Rod, 2 1/8"

1ft

8974K731

24.62

24.62

M5 x 18mm Bolt

91290A238

9.17

9.17

Set Screw Shaft Collars

9946K19

3.06

12.24

4130 Steel Tube, 0.75" OD x 0.065" wall (Int Shaft)

3ft

16.49

16.49

4130 Rod 1.75" Diameter

10-12"

17.21

17.21

4130 Tube: 0.375" x 0.065"

3ft

12.71

12.71

4130 Tube: 1.5" x 0.058"

6ft

41.84

41.84

Drill Bit (4.2mm)

30565A263

2.02

2.02

Flat washer 37mm OD x 13mm ID

94316A540

5.87

23.48

Flat washer 37mm OD x 13mm ID

91116A180

5.89

5.89

1/2"-13 Thread, 1-1/3" length, LH Bolt

91670A716

16.21

32.42

1/2"-13 Thread, 1-1/3" length, RH Bolt

90117A716

9.96

9.96

Manitou SPV Shock Pump

PU406C01

33.99

33.99

Truvativ Isis Drive BB Tool Black

TL401B06

17.50

17.50

Truvativ GXP and Howitzer BB Installation Black

TL401B07

28.00

28.00

Truvativ HS BB Freeride type 68/73mm

BB289C00

54.99

$ 109.98

TV HammerSchmidt Grease
HammerSchmidt FR Crankset

CM242B00

22.10

165-22-24T

Manitou Swinger Shock

100060066

399.94
69.95

Sprocket 27 tooth 410 1" ID #190 #65

1/2" Pitch, 1/8"

Width

$
$

9.70

Part
4130 Round Bar 1.25" bar (stub Axle) 3ft
4130 Round Bar 1.75" Bar (Diff Axle) 2ft Length

19.05x35x11mm 6202-2RS-12

17

Price/item

Total

37.36

22.10

$ 799.88
$ 279.80
$

19.40

Quantity

Size

Part Number

2
2

1.5" x 68.5mm
1.500"

BB2007
MS2010

$
$

6.46
8.12

$
$

12.92
16.24

Piston Cup Seal (3/4" x 2")

9411K16

5.56 $

5.56

Metric spacer (brakes) 14mm

10

94669A181

0.78 $

7.80

M6 bolts (brakes)

91239A330

7.11 $

7.11

M6 Washers

93475A250

4.86 $

4.86

Grease Fitting 1/4"-28

1103K31

3.25 $

3.25

Steel Oversized Key Stock 3/8" x 3.8"

98830A300

2.85 $

2.85

DMR STS Chain Tensioner

18.75

37.50

Jagwire Ripcord DIY brake kit (black)

24.38

24.38

Paul Components Duplex Lever, black

59.95

59.95

SRAM X0 Trigger Shifters (2 Speed Front (Left) Only, Black)

104.75

$ 209.50

Xpedo MX Force Mag. Pedals

64.04

$ 128.08

Retrospec Velcro Straps

12.22

24.44

Weldable Tube End, 3/4

FKB-1504

4.95

24.75

M6 x 30mm bung

3.25 $

6.50

M8 x 30 mm bung

3.25 $

6.50

Chain (9 speed)

5/16-24 Bolt 3" length (Diff)

92196A349

0.75" OD x 0.035" WALL x 0.68" ID 4130 NORMALIZED TUBE

6 ft

28.53

0.75" OD x 0.049" WALL x 0.652" ID 4130 NORMALIZED TUBE

7ft

24.63

0.08" ALLOY STEEL 4130 ANNEALED SHEET

12x12

4130 Tubing 0.75X0.035 (Frame) 6ft

6ft

$
$

26.82
28.53

$ 107.28

0.375" 4130 Round Rod

2ft

0.75" OD x 0.049" Wall 4130 Tube

6ft

24.63

73.89

0.125" 4130 Plate, 12" x 12"

26.82

53.64

0.05" 4130 Plate, 12" x 12"

10.67

21.34

Wear Resistant Nylon (1/2 OD, 3/8 ID)

5ft

8628K28

6.34 $

6.34

Goarlite (1/2 OD, 5/16 ID)

40"

86555K243

10.96

10.96

Spring Pin: 3/16" x 1.75"

95765A424

3.10

12.40

Spring Pin: 3/32" x .75"

95765A225

7.43 $

7.43

0.344" OD Spring x 1.5" length

1986K89

4.76 $

4.76

4130 Tube .5"OD x .37" ID

89955K55

28.44

28.44

Weldable Tube End, 3/4

FKB-1504

4.95

19.80

4130 Tube: 0.75" x 0.065"

3ft

11.54

11.54

4130 Sheet 12" x 12" x 0.125"

4459T11

24.23

48.46

Steel Sheet 0.030" thick, 24" x 36"

6544K17

18.77

37.54

Polyurethane Foam (5)

8643K521

24.69

24.69

Canvas

2 Yards

14.95

14.95

Rear Seat Belt 76-95 Jeep CJ Wrangler

19.95

39.90

Polyurethane Foam (4)

8643K521

24.60

24.60

1/4"-20 Stainless Steel Bolt

92196A550

7.67 $

7.67

1/4"-20 Stainless Steel Nut

91831A029

4130 Tube 0.75" OD x 0.058" Wall

4130 Tubing 0.625x 0.058 (A-Arm/Steering) 12ft

6ft

6ft

$
$

26.85
29.98

0.625" OD x 0.065" Wall 4130 Tube

4ft

Steel Needle Roller Bearings, 1" shaft, 1.25" OD

5905K127

Part
Bottom Bracket Shell
ISCG05 Mount

18

Price/item

Total

23.95

119.75

4.42 $
8.84
$ 114.12
73.89

$ 114.12
2.84 $
2.84

5.01 $

5.01

53.70

25.39

$
$

59.96
25.39

11.37

22.74

Quantity

Size

Part Number

Set Screw Shaft Collar, 7/8" ID x 1/5" OD

1
2

8628K59
9946K22

6061 Aluminum bar, 1" x 2.5" x 1'

8975K391

18-8 Threaded Rod 5/16"-24 x 2"

2"

95412A609

4130 Steel Tube, 1.375" OD x 0.083" wall (Headtube)

1ft

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

1ft

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

5 ft

22.63

4130 Steel Tube, 0.875" OD x .065 wall (Steertube)

1ft

7.69 $

7.69

4130 Steel Tube, 0.5" OD x 0.058" wall

1ft

8.73 $

8.73

6061-T6 Aluminum Plate, 0.5" thick

8" x 8"

1/4" Rod End

FKB-ALJM4

Weldable Tube End, 1/4"

FKB-1202

Jam Nut, 1/4"

1/4" Rod End (LH thread)

Weldable Tube End, 1/4" (LH thread)

Jam Nut, 1/4" (LH thread)

Part
Nylon Tube, 0.75" OD x 0.625" ID

Price/item
$
$

10.14

Total
$

10.14

3.54 $

7.08

20.20

20.20

6.37 $

6.37

11.66

11.66

6.86 $

6.86

22.63

19.76

19.76

8.95 $

8.95

3.95 $

3.95

FKB-AJNRO4

0.50 $

0.50

FKB-ALJML4

8.95 $

8.95

FKB-1202L

3.95 $

3.95

FKB-AJNLO4

0.50 $

0.50

1/4" Rod End Safety Washer

SW14L

2.03 $

8.12

Weldable Tube End, 5/16

FKB-1303

3.95 $

7.90

Jam Nut, 5/16"

FKB-AJNRO5

0.50 $

2.00

M5 Tap (4.2mm drill size)

8305A16

6.67 $

6.67

Carbon Fiber Tube

1ft

5287T14

5/16-24 Stainless Bolts

2.75"

92196A348

Weldable Tube End, 5/16

FKB-1303

1/8" Spring Pin (Steering)

98195A525

M5 Nuts (steering)

M5 Bolt (steering)

M5 Washer

Shoulder bolt 5/16 x 2

27.12

27.12

9.05 $

9.05

3.95

15.80

7.17 $

7.17

94205A240

6.09 $

6.09

92290A268

4.65 $

4.65

91166A240

2.15 $

2.15

91259A591

1.39 $

6.95

Shoulder bolt 1/4 x 1

91259A542

1.16 $

3.48

Nut 10-24
Tube Block

95856A225

1 3/8" Bore

FT4014

$
$

3.76 $
18.07 $

3.76
18.07

FKB Spherical Bearings

Super Swivel Ball Joint Rod Ends

FKs8

6960T61

$
$

5.95 $
9.92 $

11.90
9.92

FK Spherical bearing Cup

CP8

9.95

39.80

FK Spherical bearing

FKS8

5.95

23.80

1/2" to 3/8" High Misalignment Spacer

8-6HB

8.95

35.80

0.75" OD x 0.049" WALL x 0.652" ID 4130 NORMALIZED TUBE

7 ft

24.63

73.89

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

1ft

25.47

25.47

0.125" ALLOY STEEL 4130 ANNEALED SHEET

4130 Tubing 0.750x0.065 (Pushrods) 6ft

12x12

6ft

21.47
27.11

85.88

$
$

$
$

27.11

FK Rod Ends 3/8" R

FKB-ALJM6

9.95

29.85

FK Rod Ends 3/8" L

FKB-ALJML6

9.95

39.80

FK Jam Nuts 3/8 R

FKB-AJNRO6

0.75 $

3.00

FK Jam Nuts 3/8 L

FKB-AJNLO6

0.75 $

3.00

FK Weld In Bung 3/8" L

FKB-1504L

4.95

19.80

FK Weld In Bung 3/8" R

FKB-1504

4.95

14.85

Safety Washer 3/8"

14

MEZ-SW38L

2.15

30.10

19

Quantity

Size

Part Number

FKB-ALJML5
FKB-ALJM5

8.95

17.90

FK Rod End 5/16" R

2
9

8.95

80.55

FK Weld In Bung 5/16 L

FKB-1303L

3.95 $

FK Weld In Bung 5/16 R

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

FKB-AJNLO5

0.50 $

1.00

Timken Bearing

TMK-32005X

15.95

Bronze Flanged Sleeve Bearings

24

6338K463

1.38

0.625" OD x 0.058" Wall 4130 Tube

6ft

3/8" x 2.5 Shoulder Bolt

91259A634

$
$

29.98
1.63 $

3/8" X 1.5 Shoulder Bolt

91259A628

1.39 $

5/16 X 1.5 Shoulder Bolt

91259A587

1.33

10.64

5/16" X 1.75 Shoulder Bolt

91259A589

1.36

10.88

0.375" x 1.5" Length Spring

1986K12

6.67 $

6.67

Aluminum Lock Nut 1/4-20

95856A245

4.32 $

4.32

Aluminum Lock Nut 5/16-18

95856A255

7.27 $

7.27

Aluminum Washer 5/16 Hole

93286A030

9.50 $

9.50

Steel Needle Roller Bearings, 3/8" shaft, 9/16" OD

5905K122

7.93

63.44

4130 Steel Tube, 0.625" OD x 0.035" wall (Rocker arm)

3ft

18.23

18.23

Shoulder bolt 3/8 x 1.25

91259A626

1.36 $

6.80

Shoulder bolt 3/8 x 2.25

91259A634

1.63 $

8.15

Shoulder bolt 5/16 x 1.25

91259A585

1.23 $

6.15

Bronze Thrust Bearings

10

7421K2

0.53 $

5.30

3/8" x 2.75" Shoulder Bolts

91259A635

1.72 $

8.60

Aluminum Washer 5/16

94589A320

4.05 $

4.05

3/8" X 1.5 Shoulder Bolt

91259A628

1.39 $

6.95

Aluminum Washer 3/8

94589A350

5.07 $

5.07

Part
FK Rod End 5/16" L

20

Price/item

Total

7.90

$ 111.65
$
$

33.12
29.98
8.15
6.95

Appendix C. Resumes
1611 Sara Lane
Carterville, IL 62918
(618)-201-8187

Caleb McGee
caleb.mcgee@gmail.com

Education
Southern Illinois University Carbondale: SIUC
Graduate: May 2013
Bachelor of Science in Mechanical Engineering, Minor in Mathematics
GPA: 3.97/4.0
Employment
Intelligent Measurement and Evaluation Laboratory: SIUC
Aug. 2011-Present
Undergraduate Research Assistant
Performed research in nondestructive evaluation (NDE) of composite, carbon/carbon, and conventional materials 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 Friction 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 Computational Fluid Dynamics computer simulation methods.
Department of Mathematics: SIUC
Spring 2011
Tutor
Tutored engineering students in mathematics relating to calculus and differential equations.
Computer Skills
Finite Element Analysis (ANSYS Workbench, Fluent)
Computer Aided Drafting (AutoCAD, Autodesk Inventor, SolidWorks, Creo)
Computer programming: (C++, Java, Matlab)
Microsoft Office Suite
Leadership and Involvement
SIUC NDE: Vice President (2012-Present)
SIUC Moonbuggy Design Team: Records Officer (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 Nondestructive Testing: 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 Nondestructive Testing Engineering Undergraduate Award: 2012
Annual award received by only three outstanding undergraduate students nationwide in the field 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. Jefferson Scholarship: 2009
Alpha Lambda Delta Honors Society: 2009
Valedictorian Scholarship: 2009
Volunteer Work
Sound Booth Technician
Tau Beta Pi community service projects
21

Daniel Michael Rogers

618 East Campus Dr., Apt. A Carbondale, IL (815) 263-1206 drogers1188@yahoo.com

Targeting a career in Mechanical Engineering

Upcoming Southern Illinois University graduate in May 2013 offering a strong academic background with internship
experience.
Looking forward to an opportunity to utilize my engineering education and expand my hands-on experience by working in areas of mechanical engineering.

EDUCATION
Southern Illinois University Carbondale, IL

Degree expected 5/13

Bachelor of Science, Mechanical Engineering

Related Coursework:
-Hydraulics and Pneumatics
-Autodesk Inventor/ FEA simulation

-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 Sciences

2007 to 2009

PROFESSIONAL EXPERIENCE
Internship The Walt Disney Company
January to May 2010

Orlando, FL

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 safety.
I continue as Disneys College Program Lead Campus Representative at SIU.
Summer Internship Simon Wong Engineering
San Diego, CA

May to August 2007

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

EMPLOYMENT HISTORY
Server and Bartender, Buffalo Wild Wings
September 2007 to present

Bradley, IL and Carbondale, IL

Produce Clerk/Utility Clerk, Kroger Food Stores

August 2005 to September 2007

Bourbonnais, IL

AVAILABLE

FOR

RELOCATION & TRAVEL

References Available Upon Request.

22

Dylan A. Sartin
1146 7th Street
West Des Moines, IA 50265
(515) 664-1396
dylansartin@yahoo.com
Objective:
To obtain full-time employment as an entry level Mechanical Engineer.
Education:
Southern Illinois University Carbondale 62901
College of Engineering June 2010-May 2013
Major: Mechanical Engineering
Minor: Mathematics
Skills:
Microsoft Office
Autodesk Inventor Professional
JMP
Work Experience:
SIU Craft 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 respective destination hubs.
Trained new employees to execute the work correctly.
Lowes Home Improvement: May 2009-December 2009
Assisted with sales and customer services
Forklift and Sidewinder operator
Lumber sales and assistance
Extra-Curricular Activities:
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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Nicholas Sager
12402 N. Sparrow Ln., Mt. Vernon, IL 62864 (618) 316-3028 sager09@siu.edu
Education
Southern Illinois University Carbondale, May 2013
Bachelors of Science in Mechanical Engineering
Minor: Mathematics
GPA: 3.665/4.0
Deans list: Fall 2009, Spring 2010, Fall 2010, Fall 2011, Spring 2012
Relevant Skills
Experience with Auto Cad, Microsoft Office, Matlab
Work Experience
Internship at GE Aviation as process engineer for commercial and military,
turbine stator manufacturing for CF-34, CF-6, GE-90, CFM, and F414 engines
Internship at TU Braunschweig, Germany
MAMINA Research Training with Titanium Alloys under Dr. Siemers 2011
SIUC Engineering Peer Mentor 2010-2011
Assistant Manager at Mt. Vernon Recreational Center
2011
Lifeguard at Mt. Vernon Recreational Center
2006-2011

2012

Research
Titanium Alloys for Vehicle Exhaust Systems
Created a new titanium alloy that was lighter and less corroded by heat than the current alloy used in exhaust systems with Dr. Siemers
Activities
SIUC Moonbuggy Club Treasurer
2012-Present
Tau Beta Pi Engineering Honor Society Member 2011-Present
Up til Dawn Executive 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 International
Business and Economics (UIBE) of Beijing, China 2010
SIUC Research Rookie 2009-2010
SIUC Leadership Council
2009-2010
Alpha Lambda Delta Freshman Honor Society Member 2009
Awards and Honors
Presidential 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 International 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 creation of an urban farm for refugees in St. Louis 2012
Up Till Dawn Executive Board $94,000 raised for St. Jude Childrens Hospital
2010-2011

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Ryan Schmidt
Permanent Address: 105 Arbor Dr., Carterville, IL 62918
618-534-2224 Email: rschmidt37@gmail.com

Education
Southern Illinois University
Majoring in Mechanical Engineering
Minoring in Mathematics
Current GPA: 3.94/4.0

Carbondale
May 2013

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
Office Clerk

Carbondale, Il
2010 to Present

Brandon Schmidt & Goffinet, Attorneys at Law

Responsible for organizing and filing correspondence.
Responsible for transporting trial exhibits.

Engineering Internship Abroad Germany

Technische Universitt Braunschweig
2011
MAMINA Research Training with Titanium Alloys under the direction of Carsten Siemers.
Tasked to create a titanium alloy which was suitable for use in automotive exhaust systems, thereby reducing vehicle weight. Titanium
alloy samples were subjected to high heat for varying amounts of time. Samples were prepared and their grain structures and oxidation layers were examined under a microscope.
Automotive Engineering course including instruction in chassis design, suspension design, driving dynamics, drivetrain, hybrid technologies, 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
Airplane Owners and Pilots Association Member
Sports Car Club of America Member
Porsche Club of America Member
Building and Driving High Performance Cars

2008

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

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

Technical Skills
Welding TIG, stick, and oxy-acetylene
Microsoft Word; Microsoft Publisher; Microsoft Excel; Microsoft PowerPoint
Pro/Engineer Wildfire 4.0; Creo Elements

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