ME 4182

MECHANICAL DESIGN ENGINEERING 

NASA/UNIVERSITY

ADVANCED DESIGN PROGRAM 

LUNAR BULK MATERIAL

TRANSPORT VEHICLE

ORIGINAL CONTAINS 

COLOR ILLUSTRATIONS 

June, 1988 

Paul Daugherty 

Stewart Griner 

Alan Hendrix 

Chris Makarov 

Stephen Martiny 

Douglas Meyhoefer 

Cody Platt 

John Sivak 

EIizbeth Wheeler 

'(MAS-C-184926) MECHANICAL DESIGN J90-24455 

ENGINEERING. NASA/UNIVERSITY ADVANCED DESIGN 

PROGRAM: LUNAR BULK MATERIAL TRANSPORT 

VEHICLE (Georgia Inst. of Tech.) 131 p Unclas 

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TABLE OF CONTENTS 

ABSTRACT 1 

PROBLEM STATEMENT 2 

DESCRIPTION 4 

Introduction 4 

Frame 4 

Power Supply and Transmission 5 

Center Joint and Steering Mechanism 5 

Dump Mechanism 7 

Wheels 8 

Thermal Control System 8 

Self-Righting Mechanism 9 

Visual Control System 10 

Control Panel 11 

Interfaces and Attachments 12 

Payload Bowl 13 

ANALYSIS 14 

Introduction 14 

Frame 16 

Power Supply and Transmission 17
Center Joint and Steering Mechanism 19 

Dump Mechanism 20 

Thermal Control System 20 

Self-Righting Mechanism 22 

CONCLUSIONS AND RECOMMENDATIONS 24 

Combinations of Power Sources 24 

Center Joint and Steering Mechanism 24 

Thermal Control System 25 

Dump Mechanism 26 

ACKNOWLEDGEMENTS 27 

REFERENCES 28 

APPENDICES 30 

Appendix A Calculations 

Appendix A.1 Frame 

Appendix A.2 Center Joint 

Appendix A.3 Power Supply 

Appendix A.4 Bowl 

Appendix A.5 Self-Righting Mechanism 

Appendix A.6 Dump Mechanism 

Appendix A.7 Thermal Control System
Appendix A.8 Weight Analysis 

Appendix B Spreadsheets and Graphs 

Appendix C Progress Reports 

Appendix D Invention Disclosure 

Appendix E Figures 

Appendix F Drawings
ABSTRACT 

The design of a Lunar Bulk Material Transport Vehicle (LBMTV) is 

discussed. Goals set in the project include a poyload of 50 cubic feet of 

lunar soil with a lunar of approximately 800 moon-pounds, a speed of 15 

mph, and the ability to handle a grade of 20%. The report analyzes thermal 

control, an articulated steering mechanism, a dump mechanism, a selfrighting mechanism, viable power sources, and a probable control panel- - 

The thermal control system involves the use of small strip heaters 

to heat the housing of electronic equipment in the absence of sufficient 

solar radiation and multi-layer insulation during periods of intense solar 

radiation. The entire system uses only 10 W and weighs about 60 pounds, 

or 10 moon-pounds. 

The steering mechanism is an articulated steering joint at the 

center of the vehicle. It utilizes two actuators and yields a turning radius 

of 10.3 feet. The dump mechanism rotates the bulk materisl container 

through an angle of 1000 using one actuator. The self-righting mechanism 

consists of two four bar linkages, each of which is powered by the same 

size actuator as the other linkages. 

The LBMTV is powered by rechargeable batteries. A running time of 

at least two hours is attained under a worst case analysis. The weight of 

the batteries is. 100 pounds. 

A control panel consisting of feedback and control instruments is 

described. The panel includes all critical information necessary to 

control the vehicle remotely. 

The LBMTV is capable of handling many types of cargo. It is able to 

interface with many types of removable bulk material containers. These 

containers are made to interface with the three-legged walker, SKITTER. 

The overall vehicle is about 15 feet in length and has a weight of 

about 1000 pounds, or 170 lunar pounds.
PROBLEM STATEMENT 

A Bulk material transport vehicle has been designed twice previously. 

It is desired to refine prior designs for use in moving lunar work-station 

materials. A vehicle for lunar work stations is to be designed within the 

following performance specifications and constraints. 

I. Performance 

A. Slope -. The vehicle must be able to travel up and down a 20% grade 

whether loaded or unloaded. 

B. Traction - Optimal traction is to be obtained since the Moon's soil 

is loose and gravity is 1/6 that of Earth's. 

C. Speed - The vehicle must be able to travel at a top speed of 5-15 

mph. 

D. Payload Capacity - The hauling capacity should be at least 50 cubic 

feet and 800 Moon pounds. 

E. Self-righting. - In the event of capsize, the vehicle should be 

capable of self-righting. 

F. Reliability - In order to' ensure maximum reliability, the vehicle 

should be as mechanically simple as possible. 

G. Power.- The vehicle should operate on 5-15 horsepower. 

H. Center of Gravity - The center of gravity will be as low as possible 

to prevent capsizing. 

I. Ground Clearance - The ground clearance will be at least one foot. 

J. Weight - To minimize shipping costs, the vehicle will be made as 

light as possible. 

K. Control - The vehicle will be operated via remote control.

KA
L. Braking - A regenerative braking system would be optimal if proven 

feasible. 

II. Constraints 

A. Wheel-Bucket Ratio - The wheel to bucket ratio must be constant. 

B. Body Shape - Body should be symmetrical about a center pivot. 

C. Operating Range - The range of operation is limited to the line of 

sight. 

D. Thermal Range - Vehicle must operate between -120 C to 120 C 

E. Environment - The vehicle components must be able to withstand 

the abrasive soil and must operate with gravity 1/6 that 

of the Earth's.

3
DESCRIPTION 

INTRODUCTION 

The lunar bulk material transport vehicle (LBMTV) is capable of 

transporting bulk material over the lunar surface. It has four wheels, an 

articulated steering mechanism, and is symmetrical about the center 

steering pivot. The vehicle is capable of transporting approximately 800 

moon-pounds of cargo of a variety of types. A thermal control system 

that uses strip heaters and multi-layer insulation are also part of the 

design. The vehicle has a self-righting mechanism that uses a four bar 

linkage to flip the LBMTV over if it should capsize. 

The LBMTV is designed for a multitude of uses because of its ability 

to use many attachments. Therefore, it is more than just a dump truck. 

The different attachments used by the LBMTV are capable of being 

attached and removed by SKITTER. 

The vehicle also has a multitude of feedback devices which allow it 

to be operated from a remote control station. A control panel is described 

in the report. 

Figures OA1, 0A2, and 0A3 show the top, side, and end views of the 

LBMTV. 

FRAME 

The frame of the LBMTV is a triangular truss arrangement. The truss 

is formed from tubes of 1.0 X 0.07 inch round tubing. A cross-section of 

the frame is 1 foot by 1.5 feet. The top of the frame is 1.0 foot in width. 

Each side of the frame is 1.58 feet. In an end view, the frame would 

appear as an upside down isosceles triangle inscribed in a 1 foot by 1.5 

foot rectangle. 

Each individual member of the truss is at a 33 0 angle with respect 

to the longitudinal axis. The frame is 4.2 feet in length from the end of 

the LBMTV then turns at a 35 0 angle toward the center of the vehicle and 

connects to the center joint/steering mechanism. Each of these segments 

is 2.6 feet in length. 

The frame is constructed of 7075-T6 aluminum alloy. The total 

4
length of tubing for the entire vehicle is 573 feet. With a weight of 0.121 

pounds per linear foot, the total weight of the frame is 99.64 pounds 

which converts to 16.60 moon-pounds. 

The largest loads imposed on the frame are at the following 

positions: wheel-motor mount, bowl pivot mount, near the center joint, 

and at the base of the roll bar. These points were analyzed to determine 

the sizing of the tubing necessary. 

POWER SUPPLY AND TRANSMISSION 

The LBMTV will require 3.2 kiloWatts of power from a series of 

parallel connected lithium or sodium secondary batteries situated in the 

triangular truss structure of the LBMTV. The eight linear synchronous 

motors currently under development will be used to drive the vehicle(see 

Figure PS4). Their regeneration capabilities will be exploited to increase 

overall operation performance. 

Recharging stations will consist of solar arrays due to the 

encouraging research being done in these areas. For this application, 

gallium arsenide solar cells will be the ideal array. The LBMTV will make 

scheduled stops for the recharging of its batteries. Given efficient 

charging methods, recharging times should be minimal. 

The batteries used have a total weight of approximately 100 pounds, 

or 17 moon-pounds. They have a life expectancy of 5-6 years, which is the 

approximate projected life of the LBMTV. 

CENTER JOINT AND STEERING MECHANISM 

CENTER JOINT - Axial Rotation 

The center joint provides rotation about the center axis and left to 

right steering capability at the dump body(See Figure CA). The joint is 

based on two 24 inch diameter, 1.3 inch thick plates connected with a 

hollow shaft having a one inch inside diameter and 3.5 inch outside 

diameter. 3.5 inch diameter thrust bearings and nuts are used on the shaft. 

A ball bearing race is located between the plates to compensate for the
high torques encountered. 63 ball bearings of 0.9973 inch diameter reside 

in a bearing race that is 20 inches in diameter. The indention of the 

bearing race is .25 inches which results in 0.4473 inches between the 

plates. The bearings are greased, and a seal is achieved with a flexible 

polymer sleeve connected to each plate with a band clamp. In order to 

prevent tearing of the sleeve, two 1.5 inch long, 1.00 inch diameter pins 

are used to limit solidly to one plate and fit into arc-shaped grooves in 

the other plate. 

CENTER JOINT - Left to Right Rotation 

Rotation in a horizontal plane at the center joint is provided by 

attaching the dump bodies to the round plates with a clevis-pin 

arrangement(See Figure CJ2). The nose of the dump body is V-shaped to 

clear the center shaft and to provide a wide (20 inch) stance for the 

clevis-pins. A pair of two inch diameter, 3.25 inch long pins connect each 

dump body to the round plates. Each pin is nested in three rings of one 

inch square cross-sectional area that comprise the clevis(See Figure CJ3). 

A 0.125 inch thick bronze bushing fits between the pin and rings, and the 

pin is greased and capped with a 2.05 inch cap. 

STEERING MECHANISM 

The left to right rotation at the center-joint provides the necessary 

motion for steering, and a 500 pound-force electro-mechanical actuator 

provides the steering force(See Figure CJ-4). The actuator is bolted to 

the top of the cross bar at the rear of the dump-body nose and is free to 

rotate about this bolt. A curved link connects the actuator to the round 

center-joint plate. This curved link is 5.01 inches tall, 1.67 inches thick, 

and has a 0.98 foot radius of curvature. The actuator has a 36.37 inch 

dead-length and a 24.00 inch free-length. The actuator is extended 12.00 

inches at the neutral steering position and extends or retracts to steer 

the vehicle. Both dump-body noses have a 110 degree angle at the 

attachment as this, gives the shortest possible length for the required 

steering torque. The maximum steering angle is 29.2 degrees in either 

direction for each half of the vehicle for a total steering angle of 58.4 

degrees. Should an actuator fail, the vehicle can still be adequately 

6
steered, but the effective steering angle would be reduced to a total of 

29.2 degrees. 

MATERIALS 

The part dimensions for the center-joint and steering mechanism is 

based on using UNS-A97055 aluminum for all of the metal parts discussed 

except for the clevis-pins and clevis-pin bushings. The clevis-pins are 

AlSl-4142 steel and the bushings are bronze. 

PERFORMANCE SPECIFICATIONS 

The design allows the vehicle to turn up a slope of 300 which is 

larger than the maximum grade of 200 which the rest of the vehicle is 

designed for. The turning radius is 10.31 feet and the curb-to-curb 

turning diameter is 27.71 feet. The vehicle can rotate 45 degrees 

clock-wise and 45 degrees counter clock-wise about the center axis for a 

total of 90 degrees rotation. 

DUMP MECHANISM 

The main purpose of the LBMTV is to be able to transport objects and 

equipment from one point to another. It must also be able to dump cargo 

such as soil in addition to interfacing with SKITTER 

The dump payload is a flat plate that utilizes and interfaces with 

many different accessories including a bowl and a flat bed. The plate is 

connected to a rigid frame that is pinned to the frame of the vehicle which 

allows the plate to freely pivot about the hinge point. The plate is driven 

by an actuator mounted to the frame. 

The actuator is three feet long at its dead length and allows the flat 

plate to rotate about 100 0 through a swing radius of about one foot. The 

actuator is pinned at one end to the frame. The other end is pinned to a 

rigid bar that extends 4.5 inches below the plate. The actuator is the 

same actuator used on the steering system and the roll bar. This was 

intentionally done to minimize the number of replacements parts needed. 

The plate and rigid frame are made out of the same material as the 

frame (aluminum 7075-T6). The members of the linkage connected to the 

7
actuator should be constructed from 1.0 X 0.044 inch round tubing. The 

plate and its interfaces with the other attachments are described in the 

section on interfaces. Total weight of the system should be 

approximately 20 lbs excluding the actuators. 

WHEELS 

The wheels used in the LBMTV must overcome the environmental 

conditions present on the moon. Extreme changes in temperature, the 

absence of an atmosphere, and an extremely abrasive surface all 

contribute to a harsh environment which the vehicle's wheels must endure. 

The single element elastic conical wheel developed by Grumman is 

ideal for the lunar environment. The wheel is light in weight, reliable, 

large in diameter, has a self-cleaning tendency, as well as favorable 

structural characteristics. 

The wheel is formed from Fiberglass Reinforced Plastic. "S" glass 

fabric (778 Fiberglass) and Trevanno F-161 impregnating resin are used to 

create a material with superior fatigue properties and strength retention 

at temperatures as high as 400 degrees F. Around the circumference of 

the wheel are 30 Titanium Alloy (Ti-6A1-4V) cleats which provide 

superior resistance to abrasive wear and good thermal resistance. A 

protective covering of Tedlar Film over the wheel prevents the fiberglass 

from degradation due to ultraviolet radiation. 

The life cycle of the wheel is 10 6 revolutions, which translates to 

approximately 1880 miles, using a wheel radius of 19 inches. The wheel 

has a width of 17 inches, a diameter of 38 inches, and is able to support a 

load of approximately 300 pounds. These wheels appear to be perfect for 

use on the LBMTV. 

THERMAL CONTROL SYSTEM 

The cameras and electronic components of the LBMTV are housed in 

an enclosed portion of the truss frame. Proper temperature control of the 

enclosure housing the electronics is essential for prevention of damage 

and correct operation. The electronic housings are located in the last two 

feet of each of the four main truss legs. These compartments will be 

8
equipped with heaters for heating during absence of solar radiation. Other 

components such as the pop-up cameras will be equipped with a radiative 

shielding only. 

A design temperature of ± 5 °C has been chosen for the electronic 

housings. The thermal control system consists of an aluminum housing, 

multi-layer insulation, and 0.25 Watt heating elements. The multi-layer 

insulation consists of aluminum coated Kapton inner and outer layers with 

alternating Mylar and Dacron mesh sub-layers. The multi-layer insulation 

achieves a total emissivity for the housing of 0.01. The total weight of 

the thermal control system is approximately 10.2 pounds on the lunar 

surface. The total power requirement of the thermal control system 

during periods of no solar radiation is 9.7 Watts. 

The thermal control system has been designed for operation of the 

LBMTV during periods of intense radiation for up to two hours while 

operation of the vehicle during the absence of radiation is limited only by 

the capacity of the storage batteries. 

The electronic housings are equipped with thermocouples coupled 

with an appropriate closed-loop feedback control system to alert an 

operator of the amount of time that remains until the housing temperature 

is at 5 ° C. If the truck is occasionally turned around so that one side of 

the truck does not receive direct solar radiation for the entire work cycle, 

the time to thermal saturation of the aluminum housing will be increased. 

SELF-RIGHTING MECHANISM 

The self-righting mechanism consists of two four bar mechanisms, 

each of which is powered by an actuator. A diagram of the mechanism is 

shown in Figure SRi. The device operates on the principle of shifting the 

center of gravity of the LBMTV to one side of a wheel bar which extends 

outward around the wheels. The mechanism will use a 3 foot actuator, 

which is connected to the crank at one end and to the coupler at the other. 

The coupler bar is a frame structure with its top being an arc. Thus, 

if the vehicle should capsize, it would not come to rest directly upside 

down. Instead, it would roll over and come to rest on one side or the other. 

When it comes to rest, it will be sitting on one of the wheel bars and a pin 

connecting the coupler to one of the legs. At this point, the line of action 

9
of the center of gravity would be acting downward between these two 

points which the LBMTV rests upon. 

If the crank is the leg closest to the ground, then the actuator would 

contract until the line of action of the center of gravity was shifted to 

the other side of the wheel. Similarly, if the actuator was on the upper 

side of the capsized vehicle, then the actuator would expand until the line 

of action of the center of gravity was again on the other side of the wheel 

guard from the coupler pin. 

The size of the bars in the self-righting mechanism are 3.0 X 0.045 

inches round tubing. The crank and follower bars are 7 feet in length 

while the coupler is 11 feet long. The base of the linkage is 5 feet. 

VISUAL CONTROL SYSTEM 

The LBMTV visual-feedback control will consist of six cameras 

sending continuous signals to a central control station. Each truss-end of 

the main vehicle support frame will be equipped with a camera. The 

resulting visual feedback from these four cameras will enable the 

operator to see in front of and in back of the vehicle. Two pop-up 

cameras, one on each side of the LBMTV, will allow a panoramic view of 

the surrounding area. Figure VS1 shows the location and line of sight of 

the cameras. 

The cameras located at the truss ends are enclosed in a one-way 

mirror enclosure. The cameras will be equipped with a zoom lens. The 

pop-up cameras will be mounted on a telescopic shaft. See Figure VS2 for 

an assembly of . this setup. The pop-up cameras will enable viewing of the 

payload operations. During periods of high dust kick-up, the pop-up 

cameras could be extended above the dust cloud for sight when the trussend cameras do not provide sufficient visual information. However, care 

should be taken to ensure that the cameras are retracted in the event of 

capsize. 

With the current design, the pop-up cameras would be easiest to 

clean since the lens is moved in and out of an enclosure; however, no 

solution is offered for cleaning of these or the truss-end camera one-way 

mirror enclosures. 

The camera placement offers an advantage in that blackout of one 

10
camera does not leave a blind area to the operator. If one truss-end 

camera fails, its vision can be made up by use of the adjacent camera. In 

the event that all four truss-end cameras fail, the telescopic pop-up 

cameras could be used temporarily, but the risk of damage due to capsize 

would make this operation undesirable for an extended period of time. 

CONTROL PANEL 

The earth based control of the LBMTV will be operated by one 

controller. The control panel itself is broken up into seven main areas: 

steering, self-righting, speed, power, temperature control, dumping, and 

visual systems. The three most important operations, steering, speed, and 

visual controls, are located located directly in front of the operator and 

the other areas are located to the left and right. The entire control panel 

with video monitors is shown in Figure C131. Directly above the panels are 

four monitors, one for each of the truss-end cameras, and one camera to 

each side for the pop-up cameras for a total of six monitors. 

Steering is controlled through a the use of a joystick leaving one 

hand free for other controls. The main feedback data of the steering 

operation are speed of each wheel, slip of each wheel, and the turning 

angle of the vehicle. The angle is indicated in several ways: the turning 

angle of each half of the vehicle, the total turning angle (the. sum of the 

two angles), the length of each steering actuator, and the turning radius at 

that angle. 

Power control is also indicated in several ways: total energy 

remaining in the batteries, total power being consumed by the vehicle, and 

the amount of power being consumed by each individual component. 

The feedback for the dumping mechanism includes the angle for the 

bowl, the rate of change of the angle of the bowl, the length of the 

actuator, and the rate of change of the length of the actuator. The power 

consumption of the actuators is indicated on the power board. 

In the self-righting portion of the panel, the indicated data are angle 

of the self-righting mechanism with respect to the vehicle and its rate of 

change, the length of the actuator and its rate of change, and the angle 

formed by the normal force and the line from the center of gravity to the 

point of rest at the wheel guard. 

The controls for the pop-up cameras are also on the control panel. 

11
From the control panel, the operator will be able to raise the cameras, 

rotate them about the axis of the telescopic shaft, and adjust the tilt 

relative to the frame of the vehicle. 

Several warning lights are present on the panel to warn the operator 

of any danger that must be acted upon immediately. A display showing the 

amount of time left before recharge, given the current rate of power 

usage, would be positioned directly in front of the controller to make sure 

the vehicle is not allowed to venture too far from the recharging station 

and become stranded. Warning lights alerting the operator of an 

approaching thermal saturation would also be included. 

All controls offer some resistance to movement to prevent 

accidental action. Color coding is used throughout to indicate operation 

speed, Jemperature, and actuator length. Bird's eye diagrammatic layouts 

are used on the panel to indicate locations on the LBMTV where the 

information is desired. By attaining feedback though the cameras and 

sensors located on the LBMTV, a trained operator will analyze and control 

the movement of the LBMTV via the control panel. 

INTERFACES AND ATTACHMENTS 

The LBMTV is designed to have interchangeable flatbeds, dump truck 

like containers and other bulk material containers. These items must have 

interfaces that allow them to be attached and detached by SKITTER. They 

must not only have an interface that allows them to be handled by 

SKITTER, but they must also have an interface that allows them to be 

locked onto the LBMTV. 

Figure IF1 shows the interface that is attached to SKITTER. This 

connection is attached to the center of SKITTER, and is lowered down to 

the article to be picked up. Figure lF2 shows the matching interface that 

will be attached to all implements to be used on the LBMTV. Three of 

these connections will be present on all of the bulk material containers. 

The next interface is between the containers used and the LBMTV 

itself. The vehicle is designed with two flat plates to which all 

containers are secured. SKITTER will be responsible for positioning,

locking, and removing these different containers. 

The flatbeds are easily positioned by sliding them into the grooves 

shown in Figure 1F3. Once the flatbed is in the correct position, SKITTER 

12
presses a lever which activates a spring mechanism which releases a bar 

to secure the flatbed. To remove the flatbed, SKITTER presses down on 

the bar and it resets the spring mechanism and allows the bed to be 

removed. 

For an attachment such as a bowl, two rails must be attached to the 

body of the bowl. These rails are then positioned in the grooves similarly 

to the flatbed (see Figure 1F4). Another member is then connected which 

runs from rail to rail. This member has a groove cut out of it which 

allows it to be locked into place in the same manner as the flatbeds. 

PAYLOAD BOWL 

The bowl was designed to carry 25 cubic feet of soil or other 

material. Also, the bowl diameter to wheel diameter ratio is 

approximately 4/3. Based on a wheel diameter of 38 inches, the diameter 

of the bowl was determined to be 49.5 inches. The rest of the bowl 

dimensions were then scaled to this measurement. 

The lip height was set equal to the radius of curvature of the outside 

of the bowl's bottom edge. Therefore, in order to attain a total diameter 

of 49.5 inches, these dimensions were equal to 49.5/4 or 12.4 inches. The 

bottom diameter of the bowl is one half of the top diameter or 24.7 inches. 

The volume of the bowl is 25.25 cubic feet and can hold a payload of 400 

moon-pounds of lunar soil. The center of gravity is -13.2 inches from the 

bottom of the bowl and it is directly above the center of the bowl on the 

centerline. See Figure Bi for a drawing of the bowl.

13
ANALYSIS 

INTRODUCTION 

In order for any sort of construction to take place on the moon, a 

vehicle will have to be designed that would be able to move bulk material 

from one point to another. This vehicle must be able to withstand every 

aspect of the harsh lunar environment. The vehicle must be minimal in 

maintenance because there may or may not be someone on the site to 

correct any difficulty that may arise. With this in mind, a Lunar Bulk 

Material Transport Vehicle was designed. The process was one of 

examination of a number of possibilities for each aspect of the vehicle. 

Our problem statement somewhat defined what type of vehicle 

should be designed. It had to have four wheels, it had to be as 

symmetrical as possible, and it was to be motored by a curvilinear 

synchronous motor. This ruled out a number of prospects which had been 

conceived of, such as a tracked vehicle like a bull dozer. Also, the bowl 

size and the wheel size were fixed at 5.33 and 4.00 feet diameters, 

respectively. 

This left a number of separate tasks to be completed, all of which 

had to be compatible. 

--A power supply system must be conceived. 

It must be able to operate with low maintenance. 

It must be kept at a minimum weight. 

--A thermal control system had to be designed 

It must be able to dispose of excess heat in the lunar day. 

It must be able to heat components in the lunar night. 

It must use minimal power and not add significantly to the 

weight.

14
--A frame had to be designed with the following criteria in mind: 

It must house the motors and the power sources. 

It must be able to support the entire load of the vehicle, 

perhaps over a very small area in some conceivable situations. 

It must be made of a material that is resistant to the 

corrosive nature of the lunar soil. 

--A steering mechanism had to be devised. 

It must be mechanically simple. 

It must use as little power as possible. 

It must provide the necessary range of motions. 

--A self-righting mechanism had to be designed. 

The mechanism must be light weight and number few in parts. 

The mechanism must be strong enough to support the load of 

vehicle. 

The mechanism must function properly even if the vehicle 

should capsize on an incline. 

--A mechanism to spill the payload had to be designed. 

The mechanism must be light weight and number few in parts. 

It must be able to rotate the bowl at least 90 degrees. 

It must be able to support the weight of the payload. 

--Wheels compatible with the lunar environment had to be selected. 

They must have adequate traction on a sand-like surface. 

They must be light in weight. 

They must be able to support the load of the LBMTV. 

--A visual system had to be designed for remote operation. 

Cameras must provide view of the vehicle and its surroundings. 

The cameras must be protected from damage caused by capsize 

or falling debris. 

-- An interface system had to be devised. 

The different attachments must be secured onto the LBMTV. 

SKITTER must be able to replace the different containers.

15
FRAME TRUSS 

The frame of the LBMTV was designed according to the geometric 

constraints on the vehicle and also the loading conditions imposed on the 

vehicle. The first step in the design process was the overall dimensioning 

of the vehicle. The width of the vehicle was constrained by the width of 

the cargo bay, which is 15 feet. Another constraint was that the vehicle 

had to be symmetrical about its middle joint. Additionally, the wheel 

diameter was defined as 4 feet and the bowl diameter as 5.33 feet. 

Each half of the LBMTV is made of triangular truss sections that are 

welded together to form the U-shaped frame. The truss elements are to be 

made of Aluminum Alloy 7075-T6 extruded tubing. This alloy was chosen 

because of its high yield strength of 35 to 61 kpsi over a wide range of 

temperatures, -148 F to 250 F. 

The actual sizing of the tubing to be used was determined by doing a 

force analysis on certain critical sections of the frame. These critical 

sections chosen are shown in Figures TF1 and TF2. They were chosen 

since the major loads of the vehicle act primarily on these sections. Upon 

analysis of section B, the bowl mount truss, it was determined that the 

critical load on an individual tube section would be 316 pound-force. To 

account for the simplified frame analysis used and also to compensate for 

the extreme loads that will be applied to the frame in the event of capsize 

and rollover, the frame sizing calculated was increased by a factor of 100. 

The tubing chosen has an outside diameter of 1.05 inches and a width of 

0.05 inches. 

The second section of the frame chosen for analysis was the area 

that the houses the motor (section A). The section analyzed will be an 

inner section of the truss on which the bowl mount truss rests and in 

which the motor is mounted. To simplify the analysis, the force that is 

exerted on one wheel of the LBMTV will be used to calculate the reactions 

of the truss element. Then the truss element will be isolated to analyze 

internal forces. 

Upon analysis, it was found that the most compressed member was 

under a force of 3275 pounds-force. Using the Euler column formula for 

buckling, the moment of inertia of a 1 inch inner diameter section of 

tubing was found to be .0032 inches4: Once again a factor of safety of 5 

was added to bring the moment of inertia up to 0.016 inches4. This yields 

a tube size of 1.07 inches X 0.07 inches thickness.

16
POWER REQUIREMENTS FOR LBMTV 

The elements of the LBMTV that will require electrical power are 

the electro-mechanical steering, dumping and self-righting actuators, 

drive motors, heating elements, and the electronic control components. By 

realizing that all major actuators will require the same power and that 

only three actuators will be operating at the same time and seeing that 

the two turning actuators will split, the power consumption between 

them, the actuators' 'under consideration will require a maximum of 350 

Watts. Using a projected moon weight for the LBMTV of 960 pounds, the 

power requirements of the eight linear synchronous drive motors will 

total a maximum of 2.3 kW. This was computed as a maximum power 

requirement. 

The case of maximum power requirement used was for the LBMTV 

operating on a 'grade of 20%, fully loaded with a minimum speed of 5 mph 

for its entire discharge time(see Figure PSi). In practical applications 

the extreme case will not occur often, but power of this magnitude could 

conceivably be required. Regeneration of power or the dynamic recharge 

of batteries by the linear synchronous motors was also considered in the 

analysis. During downhill operation, the motor would actually act as a 

generator converting the inertial mechanical energy to electrical energy. 

The projections of regenerated power for the motors was unavailable, but 

an estimate of 35-40% seems reasonable depending on the slope and the 

length of downhill runs. It may be possible to double the operation time of 

the LBMTV given a course highly suitable to power regeneration. 

The heating elements that provide a constant temperature for the 

electronic enclosures during absence of solar radiation will require 10 

Watts. Considering the magnitude of the drive motor requirements, power 

for communication systems is negligeable. Lunar to Earth transmitter 

power will be derived from a lunar based power station and will not be 

vehicle based. A total conservative power requirement for the LBMTV is 

3.2 kW. 

POWER SOURCE OPTIONS 

Power sources considered were solar arrays, primary batteries, 

secondary batteries, fuel cells, and radio-isotope thermo-electrical 

17
generators. 

Solar arrays, though very promising for stationary and orbital power 

generation, are, not feasible for the LBMTV due to the detrimental effects 

of the lunar dust on solar cell surfaces which would inhibit solar 

collection, low collector efficiencies, and large weight to power ratios 

for solar collectors. Operation during dark periods would also require an 

auxiliary battery or fuel cell system. 

Primary batteries such as the silver-zinc system deliver about 150 

Watt-hours/kg. Another promising primary battery is a lithium battery 

based on SOCl2 which can deliver 300 Watt-hours/kg with a discharge 

time of one hour. Although these primaries provide much power, problems 

with their inability to take a recharge make them undesirable for long 

term use. 

Secondary or rechargeable batteries with' lower energy densities of 

25 Watt-hours/kg but much better recharging characteristics have been 

demonstrated. Large gains in the development of high energy Lithium and 

Sodium secondaries should be possible in the next two decades. 

Rechargeables on the order of 200 Watt-hours/kg may be possible in the 

near future. 

Primary fuel cell stacks presently operating on shuttle missions 

have a specific power of 150 Watt-hours/kg and operation times are 

maximized at 5000 hr. Regenerative fuel cells are composed of a fuel cell 

working alternately in the conventional power-producing mode and then in 

reverse or power-consuming mode to regenerate the H2 and 02 reactants, 

with the primary power source being photo-voltaic cells. These RFC's may 

eventually produce as much as 1400 kiloWatt-hours/kg, but the technology 

is still in its early stages. The reversibility of this system may provide 

efficiencies approaching 85%. 

Radio-isotope thermo-electric generators have been used 

successfully in both the Apollo and Voyager missions. Low specific power 

of only 8 Watts/kg "and a high cost of $1800/Watt deem them less 

attractive for the LBMTV. 

Figures PS2 and PS3 show the tradeoffs of running time, velocity, 

and battery weights for a 200 kW-h/kg battery cell.

18
CENTER JOINT AND STEERING MECHANISM 

The center joint is designed with two degrees of freedom. The 

center pipe handles tensile/compressive forces developed from the force 

created due to a sudden stop of the vehicle. The force is based on the 

vehicle's mass and a stopping time of 0.025 seconds. A factor of safety of 

1.25 was used since the pipe has a small diameter to neglect any bending 

stresses developed in the pipe. The calculated forces came to 418,000 

pounds using a maximum speed of 15 mph. A thrust bearing of inside 

diameter 3.50 inches must handle 3,540 pounds. The Johnson column 

formula was used to check for buckling in the pipe. 

The ball bearings withstand a shear of 2.3 X 104 pounds in each of 

the 63 bearings. The Hertz contact stress theory was used to calculate 

the size of the bearings. In case of buckling at the joint, five bearings can 

handle the total force due to buckling. The nose piece of the frame has an 

angle of 350 for the distance from the actuator to the joint. The 

coefficient of friction for the moon soil of 0.49 was used to find the force 

the actuator must overcome to turn the vehicle. 

The steering link can withstand a force of 418,000 pounds before 

failure. The link has a thickness of one third its height. This results in a 

link that can resist large bending moments. The 0.98 foot radius curved 

link allows for better force distribution during turns. The plates are 

circular with a slotted ring for the bearings race. The bearings handle the 

bending torque of 4.18 X 106 foot pounds. The plate must handle this force 

along with the shear stress of 60 X 103 psi. A factor of safety of 1.25 

was used. 

The pins are spaced at 10 inches from the center on both sides so 

that the torque created from the tendency of the vehicle to collapse in the 

center is handled. Each pin handles only shear stress due to the short pin 

length. The shear stress was found to be 1.33 X 105 psi. Compressive 

stresses were calculated to find the pin diameter and length of 2.0 inches 

and 3.0 inches, respectively. Torsional shear in the pin was small due to 

the added bushing thickness of 0.125 inches. The stop pins turn through 

900 and have a diameter of 1.0 inch due to a shear stress of 60 X 103 psi 

and a factor of safety of 1.25. 

Brace sizing was calculated from the tensile stress in its crosssectional area. The maximum force of 4.18 X 10 5 pounds gave an area of 

4.4 X 3.3 inches. The hinge bands are each dimensioned 1.07 X 1.0 inches. 

19
The steering angle of 29.20 on each side was produced from the actuator's 

12 inch extension which results in a turning radius of 10.31 feet. The 

curb to curb diameter measures 27.7 feet. 

The materials are AISI-4142 steel for the pins and UNS-A97075 

aluminum for the joint, ball bearings, and plates. A bronze material is 

necessary for the bushings and pin caps. A high temperature rubber is 

used for the sealing of the bearings and is clamped to both edges of the 

plates. The distortion energy theory was used for the shearing strengths 

of the material. The total weight of the joint, excluding the steering 

actuators, is 108 pounds, or 18 moon-pounds. Each actuator weighs 

approximately 12 pounds. 

DUMP MECHANISM 

From the spreadsheet analysis of the dump mechanism, the highest 

load imposed on the actuator is 280 pounds. This occurs when the 

actuator is at its extended position which is the neutral position of the 

actuator. The members near this force were then analyzed based on 

column buckling and on static deflection. 

The largest force in any member was found to be 350 pounds. This 

member was then analyzed to find what size tubing would best support the 

load. Using a factor of safety of 10, the required moment of inertia was 

calculated to be 0.008 in.4 . With an assumed outside diameter of 1.0 

inches, the inside diameter was found to be 0.956 inches. Therefore, a 

tubing of 1.0 X .044 inches was selected. 

Checking for deflection yielded a resultant static deflection of 0.01 

inches. This was found by analyzing the forces normal to the member at 

the pin joint. The dump mechanism is shown in Figure DM1. 

THERMAL CONTROL SYSTEM 

The methodology used to design the thermal control system of the 

LBMTV was to determine the amount of radiant heat absorbed by the 

electronic components housing via view factors and emissive powers of 

surrounding components. Once these values are determined, the aluminum 

20
housing thicknesses are calculated by choosing an appropriate time to 

thermal saturation and maximum allowable change in temperature 

specifying this thermal saturation. Once the thicknesses of the aluminum 

housing are fixed, heaters are sized to deliver the appropriate power for 

keeping the enclosures at the design temperature for periods of no solar 

radiation. 

Figure TC1 shows the simplified radiative system. The major

components of the thermal control system are the aluminum housing and 

multi-layer insulation set. Determination of the view factors was 

simplified by projecting the bottom leg of the housing to the lunar 

surface. This system is shown in Figure TC2. The length of the lower leg 

of the housing is designated by LH with geometry dictating that the lunar 

surface length is 3.2LH and the solar length is 3LH. The view factor from 

the lunar surface to the bottom leg of the housing is determined to be 0.19 

and from the solar surroundings to the housing's top surface is 1.0. 

The lunar surface and the solar surroundings are assumed to be black 

bodies. The emissive power of the lunar surface is 1940 W/m2 during 

periods of intense solar radiation and 6.4 W/m2 during absence of solar 

radiation. The emissive power of 'the solar surroundings is 1350 W/m2 

during periods of intense solar radiation and 0 W/m 2 during the absence of 

solar radiation. The design temperature of the electronic housing is 0 ±5 

°C which gives it an emissive power of 314 W/m2 . The emissivity 

resulting from the multi-layered insulation is 0.01. 

The absorbed radiation of the lower legs of the housing is 2.3 W/m2 

and 10.16 W/m2 for the top leg during periods of intense radiation. The 

net heat radiated by the bottom legs during absence of solar radiation is 

3.13 W/m2 while the top leg radiates 3.14 W/m2. 

The housing material was chosen to be aluminum because of the 

material's high specific-heat to density ratio. The main truss frame of 

the LBMTV is made of aluminum, and this frame serves as a skeleton for 

the aluminum component housing. Choosing aluminum for the component 

housing will assure that thermal expansion of the frame and the housing 

remain the same relative to each other. 

The allowable time to thermal saturation is chosen as two hours 

with an increase in temperature of 5 00 defining thermal saturation. The 

required thickness of the bottom leg is calculated to be 0.0014 m and that 

for the top leg is 0.006 m. Strip-heaters will be installed that supply a 

total power of 9.7 Watts between all four enclosures.

21
The weight of the four aluminum enclosures including the multilayered insulation, the housing, and the strip-heaters is 10.2 moon-pounds. 

The enclosure weight for the four enclosures is 7.7 moon-pounds. Figure 

TC3 shows the variation of the four enclosure weights with time to 

thermal saturation at a fixed 5 °C temperature increase. 

SELF-RIGHTING MECHANISM 

The self-righting mechanism was analyzed based on the position of 

the center of gravity and the rotation of the roll-bar. Of course, the 

center of the vehicle would move depending on the loading conditions of 

the LBMTV at any given time. But based on the fact that the center of 

gravity of the fully loaded bowl was only 1.02 feet above the base of the 

bowl, the center of gravity of the vehicle was assumed to be no higher 

that one foot above the wheel base. It was also assumed to be in the 

middle of the vehicle. 

Based on this position for the center of gravity of the LBMTV, 

calculations were made concerning the line of action of the gravitational 

force. If the vehicle were on level ground, it was found that the roll bar 

would have to rotate to a 450 angle between the crank and the frame for 

the capsized LBMTV to right itself. A worst case of a 15 0 angle sideslope 

is used, an angle of 350 is found for the minimum angle for the crank and 

the frame to cause the vehicle to self-right. 

If the vehicle falls on the crank side of the vehicle on level ground, 

the actuator must contract to a length of 3.27 feet. If it falls on the 

opposite side on level ground, the actuator must expand to a length of 4.61 

feet. Since the actuator dead length is 3.0 feet and the fully extended 

length is 4.95 feet, a factor of safety is built into the mechanism because 

it can rotate farther than the calculations indicate is necessary. 

A force analysis was then performed on the members of the linkage 

to determine the size of tubing necessary to support the loads imposed. In 

the event of capsize with a fixed cargo, the worst possible load imposed 

on the linkage was assumed to be 1050 pounds. The moment of inertia 

necessary, including a factor of safety of 2, was calculated to be 0.22 in.4. 

The tubing necessary was then found to be 3.0 X .045 inches round, which 

has an area of 0.842 square inches and a moment of inertia of 0.22 in.4 

22
The bar is constructed of 7075 aluminum alloy, the same material as the 

frame. Based on the density of the material and the 68 linear feet needed 

for the linkage, the total weight of the self-righting mechanism, not 

including the actuator, is 67 pounds, giving a moon weight of 11.2 moonpounds.

23
CONCLUSIONS AND RECOMMENDATIONS 

COMBINATIONS OF POWER SOURCES 

Combinations of systems such as using solar arrays to charge 

secondary batteries or primary sources for regeneration of reactants in 

the RFC may be desirable. Larger long life RTG's may also be used as 

recharging stations. 

We recommend the use of parallel connected secondary recharged by 

a solar array recharging station. The parallel connections would provide 

more current and thus more torque. 'To minimize the weight, the battery 

should provide an average constant power and enough current for sudden 

overloads of power where the maximum power of 36 kW is reached. 

CENTER JOINT AND STEERING MECHANISM 

When designing the center-joint and steering mechanism, numerous 

ideas were considered before deciding on the final design. We considered 

various arrangements of U-joints for the center joint, but had trouble 

limiting the number of degrees of freedom to the two that are necessary. 

The original design for the center section included a very large center pin 

and no ball bearings, but the pin and round plates had to be so massive that 

we decided to incorporate a ball bearing race to handle the high torques 

encountered at this joint without the need for over-sized parts. We 

considered steering the vehicle with two actuators for each dump-body, 

but decided that one was adequate and would reduce weight and 

complexity. The attachment for the actuator was originally conceived as 

a straight link making a 90 degree angle with the round center-joint 

plates. The forces at this bend proved very large, so we decided to use a 

curved link to better distribute the forces. One rather exotic idea was to 

use six actuators arranged like a flight simulator as the center joint. 

This proved unnecessarily complex and would fail if only one of the 

actuators malfunctioned, so the idea was discarded. The final design is 

simple and the two halves of the vehicle are identical, allowing for 

limited operation in case of a part failure and greatly simplifying 

maintenance.

24
THERMAL CONTROL SYSTEM 

The multi-layer insulation chosen has a theoretical emissivity of 

0.01 which means that one percent of the incident radiation is absorbed by 

the electronics housings. Unless strict attention is given to correctly 

installing the multi-layer insulation, as in Figure TC4, through-theblanket conduction will be significantly increased. An evacuated space 

must also be maintained between the aluminum housing and the multilayer insulation. If the multi-layer insulation comes into contact with 

the aluminum housing, a substantial increase in the rate of housing heat 

absorption will occur. Another factor that could potentially diminish the 

multi-layer insulation's effectiveness is the fastening method between 

the insulation and the housing. Fasteners tend to supply a direct route for 

heat, so non-conducting fasteners should be used. Proper electro-static 

grounding of the insulation is also necessary. 

The maximum amount of time of operation before thermal saturation 

occurs is dependent on the length of time a certain housing is subjected to 

direct solar radiation. The design allows for two hours of direct solar 

radiation before thermal saturation occurs. This means that occasional 

shading of an electronic housing will result in extended operation time 

before saturation occurs. In the event that maximum thermal saturation 

occurs before the LBMTV is due for a power recharge, the LBMTV should be 

rotated 180 0 with respect to the solar radiation to allow further 

operation. 

Thermo-electric converters were investigated for converting part of 

the absorbed heat into electricity, but due to their low efficiency they 

were not feasible. In the event that thermo-electric generators are made 

much more efficient in the future, the absorbed heat could be stored in the 

form of electricity for use in powering the heating system during periods 

of no solar radiation. Presently, the system draws about 10 Watts from 

the main LBMTV storage batteries for use in the thermal heating. 

Elimination of this power draw from the primary vehicle power source 

would be advantageous to longer work cycles of the LBMTV. 

The ideal solution to the LBMTV thermal control system would be to 

design the electronics, cameras, motors, and batteries to withstand the 

extreme temperature differences on the lunar surface.

25
DUMP MECHANISM •• 

Some of the other ideas considered were a four-bar linkage that 

could rotate 360 degrees and was connected to a bowl and flat bed in one. 

That solution was discarded because of power and stability problems. 

Another thought was a gear train that could rotate a fixed frame that 

would accept accessories. This was not pursued due to excessive forces 

on the gear teeth and their exposure to the surroundings. The single 

actuator-driven dump mechanism was chosen for its simplicity, 

reliability, and minimum number of components.

26
ACKNOWLEDGEMENTS 

We gratefully acknowledge J. W. Brazell for his guidance throughout the 

course of the project. Thank you for helping us to learn to work as a team. 

We also ackowledge Brice MacLaren and Gary McMurray for their help and 

practical advice. 

We would especially like to thank Dr. Harold Johnson for his inspiration 

and expertise in the area of kinematics.

27
REFERENCES 

Baymeister. Mark's Handbook for Mechanical En g ineers. Eighth Edition, 

McGraw-Hill Book Company, 1978. 

Black, William Z. and Krieth, Frank. Basic Heat Transfer. Harper and Row 

Publishers, Cambridge, 1980. 

CRC Handbook of Space Technology: Status and Projections. 

Culp, Archie W., Jr. Principles of Energy Conversion. McGraw-Hill Book 

Company, New York, 1981. 

Design and Fabrication of Wheels for a Lunar Surface Vehicle, Volume 1, 

NASA Report No. NASA-C-R-102755. Grumman Aerospace 

Corporation, Bethpage, NY, 1970. 

Fitzgerald, A. E, etal. Basic Electrical Engineering. Fifth Edition, McGrawHill Book Company, New York, 1979. 

Gerstle, Kurt H. Basic Structural Design. McGraw-Hill Book Company, 

NY,1 967. 

Haverly, George C. Transit Thermal Control Design for Galileo Entry Probe 

for Planet Jupiter, NASA Report No. N8225294. General Electric 

Company, 1982. 

Kantowitz, Barry H. and Sorkin, Robert D. Human Factors: Understanding 

People-System -Relat i onship. John Wiley and Sons, New York, NY, 

1983. 

Larkar, A. D. Friction and Wear. Academic Press, New York, NY, 1980. 

Mars / Lander Vehicle Development. Utah State University, 1986. 

Mikk, George. Improved Multilayer Insulation Apolications. NASA Report 

No. N8225293, Perkin-Elmer Corporation, 1982.

28
Parrish, A. Mechanical Engineer's Reference Book. London, England, 

London Butterworth Group, 1973. 

Salisbury, John and Glaser, Peter. The Lunar Surface Layer. New York, NY, 

Academic Press, 1964. 

Shigley, Joseph E. and Mitchell, Larry D. Mechanical Engineering Design. 

McGraw-Hill Book Company, New York, NY, 1983. 

Smithells, Colia J. Metals Reference Book. Volume Ill, London, England, 

London Butterworth's Group, 1967. 

SAE Handbook, Volume Four. Society of Automotive Engineers. 1987.

29
APPENDICES
APPENDIX A 

CALCULATIONS
APPENDIX A.1--TRUSS FRAME 

BOWL BASE: 

LENGTH VALUES: 

LAF = LBF = . 2745 m 

LAB =.4572 m 

LAE= LBE= .2286 m 

LBC = LCF = LDF = LAD = LCD = LDE = LCE = . 1373 m 

Z CFD = 65.20 

L FBA = z FAB = 57.4° 

Force on truss based on 400 Ibt = 1779.3 N 

RAY = RAX = 889.4 N 

[ME = 0]: 

(.2286)(889.4) + (.1156 FC) - (.1373)(889.4) = 0 

Fc = 702.4 N (compression) 

[MB = 0]: 

(.1373 FE) - ( . 1156 Fc) = 0 

FE = 591.4 N (tension) 

[Fy = 0]: 

889.4 + FBY - 749.4 = 0 

FBY = 358.2 N 

[Fx = 0]:
478.3 +702.4 -318.6 - 229.2 - FBX = 0 

FBX = 633.15 N (tension) 

The largest compressive force in this truss section is in member DC 

which has a compressive force of 702.4 N. This will be the value used for 

PCR in the Euler buckling equation to size the tubing for this part of the 

frame. 

EULER BUCKLING LOAD FOR FIXED END COLUMNS: 

PCR = it2EIC / L2 

C = 1.2 for fixed - fixed end conditions 

For aluminum alloys, ALCOA recommends the use of a factor of 

102 X 106 psi to represent the quantity it2 E in the above equation. 

PCR = 702.4 N = 157.9 Ibf 

L = 9 inches 

Moment of inertia, I = [it / 64 ] ( dot4 - d 4 ) 

= (PCR 1-2 ) / (102 X 106 )(1.2) = 0.000104 in4 

Multiplying by a factor of safety of 100: 

= 0.0104 

With din = 1 inch, solve for dot: 

[it I 64] (dout4 - 1) = 0.0104 

d0t = 1.05 inches, therefore tube thickness is 0.05 inches. 

The resulting weight per foot tubing is: 

p = 0.098 Ibf
Win. of cyl. = 0.103 j3 

Weight/ft. of cyl. = (.098 lbf/in 3 )(0.103 in3 )(12 in / ft) = 0.121 lbf/ft 

Total weight of bowl support truss: 

Weighttotai = (18.61 ft. tubing)(0.121 lbt/ft) = 2.25 Ibf 

WHEEL MOTOR MOUNT: 

LENGTH VALUES: 

LAB = .3048 m 

LAE = LBD = .4572 m 

LEC= LCD= .1524 m 

Wheel mount causes triangular section to resist moment produced by 

darkened section. 

[MA=0]: 

(-.2921)(425) - (.3048)(889.4) + (.4572)Fcx - (.1524)Fcy 0 

[.MB = 0]: 

(.3048)RAy + (.4572)Fcx + (.1524)Fcy - (425)(.5969) = 0 

[Mc = 0]: 

(-425)(.4445) + (.4572)RAx + (.1524)RAy + (.4572)RBx - 

(.1524)(889.4) = 0 

[Fy = 0]: 

425 - RAy - 889.4 - Fc = 0 

[Fx = 0]:
- RAx - RBx + Fcx = 0 

Solve: 

RAx = 2109.9 N 

RAy = 309.6 N 

RBx = 474.7 N 

Fc = 2584.7 N 

Fc = 774.1 N 

[Mc = 0]: 

(.4572)(474.7) - (.1524)(889.4) + (.1524)FB + (.4572)(2109.9) + 

(.1524)(309.6) - (.1524)FA = 0 

[EMA = 0]: 

(.2891)FR - (.3048)(889.4) + (.3048)FB = 0 

[EMB = 01 

(309.6)(.3048) - (.3048)FA - (.2891)FL = 0 

[EFy = 0]: 

-309.6 - 889.4 + FA + FB + FLc0s(18.44°) + FRSin(18.44°) = 0 

[EFx = 0]: 

-2109.9 - 474.7 - FLsin(18.44 0 ) + FRsin(18.440 ) = 0 

Solve: 

FA = 1131.6 N (tension) 

FL = 4058.4 N (tension) 

FR = 5445.3 N (compression) 

FB = 1456.5 N (compression)
Sizing of the truss tubing determined by the maximum compressive force 

which occurs on member BC = 5445.3 N: 

PCR = 1224.1 Ibf 

din = 1 inch 

L = 18 inches 

= [ PCR L2 ] / (102 X 106 )(1.2) = 0.0032 in4 

Multiplying by factor of safety of 5: 

= 0.016 in4 

Solve for dout: 

0.016 = [ it / 64 ](dout4 -1) 

d0t = 1.07 inch 

Thickness. = 0.07 

Vi in. of cyl. = 0.145 in3 

Weight/ft. = (0.018 lbt/in3 )(0.145 in3 )(12 in/ft) = 0.17 Ibf/ft 

WEIGHT OF ENTIRE FRAME TUBING: 

Length of tubing on frame = 572.9 feet 

Weight of frame sections = 97.39 Ibf 

Total weight of frame (Earth) = 99.64 Ibf 

Total weight of frame (moon) = 16.6 Ibf
A

mined 

B 

B 

1780 N 

890N 890N

F 

E

FIGURES FOR TRUSS ANALYSIS 

Bowl Base Analysis

1780 N 

RAy RBy 

SECTION CUT SECTION CUT

890 N
AXLE

Z704

RAY 890 N 
APPENDIX A.2--CENTER JOINT AND STEERING MECHANISM 

I. Total force achieved during motion 

Vm = maximum velocity = 22.0 ft/sec 

T = sudden stop time 

A = acceleration = V/T = 22.0/(25/1000) = 880 ftisec2 

Ft = total force on the joint = ma 

= 4751bm(880 ft/sec2 ) = 418,000 lbf 

m = mass of the dump body = 475 lb. 

II. Center pipe sizing 

L = length of center shaft 

EA = modulus of elasticity of UNS A97075 Aluminum 

Sy = yield strength of UNS A97075 Aluminum 

CFA = shear strength of material 

n = factor of safety 

Ap area of cross-section 

= thrust load 

Pcr = critical load for buckling 

cyA/fl = Fi/A 

A = H(D02 - D12)/4 

Do = [4np/I1(Ft/A) + D2]1/2 

Ft = 418,000 lbt 

Ga = 60,000 lbf/in2 

n = 1.25 

Di = 1.0 in 

Do = [(4(1 .25)/fl)(41 8,000/60,000) + (1.0)2]1/2 

= 3.48 in 3.5 in
F = 475/32.2(6/1)(1000/25) = 3540.1 Ibf 

Check Buckling with Johnson's Column Formula: 

EA = 10.3 x 106'psi 

Sy60x 103 psi 

C =1.0 

L =5.1 in 

Pcr/Ap = Sy - b(l/k)2 

k = [(D0 2+ D12)/16]1/2 

=[((3 . 5)2 + (1) 2 )/16] 1 /2 = 0.8385 

b = (Sy/211) 2/CE = (60,000/211) 2 (1/10.3 X 106) = 8.85 

Pcr = Ap[S - b(l/k)2] 

= 8.835[(60 x103) - 8.85(5.1/0.8385) 2 ] = 59,672.55 psi 

... 59,672.55psi < 60,000 psi 

III. BALL BEARING SIZE 

r = radius of bearing center from axis 

d = diameter of bearing 

Pb = maximum bearing stress 

Fb = ball bearing shear force 

ac = total shear stress of bearings 

N = number of bearings 

cr t = shear stress from distortion energy theory 

Sf = shear stress of five bearings 

211r = 211(10in) = 62.832 inches 

d = 0.9973 in 

N = 63
P = 3F/2Hr2 

z/b = 0.75 

= (0.577)(60,000) = 35000 psi 

Pb = a[1+(z/b)2]1/2 = 3.5 x 104 [1 .+ (0.75)2]112 

=4.3 x 104 lbt/in2 

Fb= [Pb(211)(P2/4)]/3 = 14.3 x 104(211)(0.5)2]112 

= 2.3x104lbt 

[418,000(4)]/[2(6)(0.9973)2] = 140,088.8 psi 

of = [5(2.3x10 4 )(4)]/[FI(0.9973)2] = 140,000 psi 

.. 140,000 < 140,088.8 

IV. NOSE PIECE ANGLE 

rn = half width of dump body 

z = distance from dump body center to front frame 

R = distance from front frame to nose point 

u = friction coefficient of moon soil 

I =. torque on center joint 

F0 = force on actuator 

N = normal force of dump body 

tan ®'= R/r 

= 350 

R = rntan® = 2.56(tan35 0 ) = 1.79 feet 

N = 475 Ibf 

P = Nu = 475(.49) = 233 lb
T = (z+R)P = (2.06 + 1.79)233 = 897.1 lbf-ft 

Fo = un = 897.1/1.79 = 500 lb, 

V. STEERING. LINK SIZE 

F = x- direction force on link 

F = y- direction force on link 

FL = total force on link 

H = height of link 

T = thickness of link 

n = factor of safety = 1.2 

aL = maximum allowable shear stress = 60 x 103 psi 

Q = radius of curvature of link 

FL = [(Fy) 2 + (Fx) 2] 1/2 = [(418,000) 2 + (500)2]112 

= 418,000 lbf 

T = 1/3 H 

A = 1/3H2 

cN/n = FL/A 

H = [3Finhy 1}112 = [(3)(418,000)(1.2)/60,000]1/2 

= 5.008 in 

I = 1/3 H = 1/3(5.008 in) = 1.67 in 

0 = (R + T/4)/2 = 1.79 + (1.67/24)/2 = .93 feet 

VI. PLATE SIZING 

Ti- = Total torque on plate at a 10 inch radius from axis 

h = height of plate 

b = thickness of plate 

w = radius of ball bearings
n = factor of safety = 1.25 

aL= 60 x 103 psi 

Ti- = FT(10) = 418,000(10) = 4.18x 10 6 lbf-in 

h = 2(10in) = 20 inches 

cY/fl = Ti(6h)/bh3 

b = TL(6h)/cih3 = (4.18 x 10 6 )(6)(1.25)/(60 x 103)(20)2 

= 1.3 inches 

W = [(d-0.5)/2](1.12) =[( 0.9973 - 0.5)12](1.12) = 0.34 inches 

VII. PIN SIZING 

v = Poisson's ratio of steel 

Sy = shear strength of AISI 4142 Steel 

as = shear strength from distortion energy theory 

A = pin cross sectional area 

ao = compressive strength 

Es modulus of elasticity 

Lp length of pipe 

Dp diameter of pin 

Ts torsional shear 

m = torque due to friction 

Uc = frictional coefficient of steel on steel 

s = tangent force 

Sy = 230x 103 psi 

as = 0.577(233 x 10 3 ) = 1.33 x 10 5 psi 

v = 0.292 

E = 30 x 106 psi 

u = 0.32 

as = FT/A = 4F-r/flD2
D = [(4/H)(FT/(s)]1/2 = [(4/H)(418,000/1.33 x 105)]1/2 

D = 2.003 inches 

k = (1 - v2)/(HE) = (1-(0.292) 2 )/(H(30 x 103 ) = 9.71 xlO-9psi 

ao = 0.31 8[(FT( R 2- R i ))/(Ri R2L(2k))]1/2 

1.33x10 5 = 0.31 8[(41 8,000(1.025-1)/(1 .025)(1)(2)(9.71 xl 0-9)L]i/2 

Li = 3.017 inches 

Leaps = 0.125 inches 

L = Li + Laps = 3.017 + 2(0.125) = 3.25 inches 

T = MD/2J 

J = 1104/32 = 11(2) 4/32 = 23.18 

m = uS = (0.32)(897.5)(12) = 3445.2 lbf-in 

T = [3445.2(2)]/[2(23.18)] = 291.3 psi 

291.3 psi < 1.33 x105 psi 

VIII. STOP PIN SIZING 

Lsi = Length of stop pin 

N = Factor of safety 

CFA = shear strength of aluminum 

Fs total force on the pin 

A = cross sectional area 

GA/n = F8/A 

A = flD2/4 

D = [(4111)(nFsla)] 112 = [(4(1.8)/H)(500(25)/60 x 103]112
= 0.71 in 1.0 in 

Lt = 1.0 inches 1. 

IX. BRACE SIZING 

Constraints: Each hinge band height = 1.1 in. 

TB = brace thickness at bands 

HB = height of bands 

AB = cross sectional area of bands 

G A = shear strength of aluminum 

FT = total force on the bands 

G A = FT/AB = 60 x 103 psi 

FT = 418,000 lbf 

AB=HBTB. 

TB = FT/NAH = 418,000/(60 x103)(3.3) = 2.12 inches 

Thickness of one band = 2.12/2 = 1.07 inches 

X. STEERING TURNING RADIUS 

DP = distance from center of dump body to joint 

DA = actuator extension distance 

R = actuator distance to joint 

PP = turning radius 

8 = turning radius angle 

CC = curb to curb turning diameter 

RS = distance from center of dump body to frame edge

DA = 12 inches 

R = 21.48 inches 

DP = 5.0 feet 
tan ®=DNR 

0 = tan-'(DA/R) = tän- 1 (12/21.48) = 29.20 

tan 8 = DP/PP 

PP = Dp/tan8 = 5/tan29.2 = 10.31 feet 

RS = 3.1/sin61 0 = 3.5 feet 

CC = 2(RS) + PP = 2(3.5) + 10.31 = 27.71 feet 

XI. WEIGHT CALCULATIONS 

PA = density of aluminum = .098 

PS = density of steel = 0.292 

We = weight of center joint on the earth 

Wm = weight of center joint on the moon 

VP = volume of plates 

Vi = volume of pins 

VB = volume of bearings 

Vs volume of stop pins 

VR = volume of braces 

VL = Volume of steering links

VP = P(10)2(1.3) = 408.40 in3 

Vi = P(1)2(3.3) = 10.37 in3 

VB = 4/3(P)(0.5)3 = 0.524 jfl3 

VS P(0.5)2(1) = 0.785 in 

VR= (4.49)(3.3)(4) = 59.27 j3 

VL = (1.67)(5.008)(P)(0.98)(12) = 308.99in3 

We = PA[2(VP)+63(VB)+2(Vs)+4(VR)+2(VL)] + ps[4(V,)] 

=(.098) [2(408.4)+63(0.524)+2(0.785)+4(59.27)+2(308.99)] 

+(0.292)(4)(10.37) 
= (167.23 + 48.5) 

We = 218.Ib 

Wm = We/6 = 218/6 = 36 lb 

Wmoon = 36 lb.
APPENDIX A.3--POWER REQUIREMENTS 

Load per wheel = 240 moon pounds 

Coefficient of rolling friction = 0.05 

Radius of wheel = 1.6 feet 

F = 240 X sin(11 0 ) + 240 X cos(11°) X (0.05) 

F=45.8 + 11.8 

F = 57.6 pounds 58 pounds 

Trequired = F X R 

T = 58 pounds X 1.6 feet 

T = 92.8 ft-lbs. 

Uphill speed required = 5 mph 

5 mph X (1 hr./3600sec) X (5182 feet/imile) = 7.2 feet/sec 

7.2 = 1.6 X o :. o=4.5 rad/sec 

Power =TXco 

= 92.8 X 4.5 

== 417.6 ft-lb/s (1hp/550 ft-lb/s) 

= 0.75 hp (.746 kw/hp) 

=0.57 kw/wheel X 4 wheels = 2.3 kw Total
APPENDIX A.4--PAYLOAD BOWL 

Choose diameter = 4.12 ft. 

VBowl = (7t/4)(4.12) 2 (1.03) + (7rI4)(2.06) 2 (1.03) + 

(.785)(7E/4)(1.03. )(4.122 - 2.062) 

VBowI = 25.25 ft3 

ASurface = (2n)(4.12)(1.03) + J J 27t dr dh 

ASurface = 33.4 ft2 

Payload = (93.64 lbf/ft3 )(23.25 ft3 ) = 2364 Ibf on Earth 

Payload = 394 lbf on moon 

C.G.=[(1 3.732)(1.03+1.03/2)+(3.433)(1.03/2)+8.0845(l.03/3)]/25.25
APPENDIX A.4--PAYLOAD BOWL 

Choose diameter = 4.12 ft. 

VBowl = (ir/4)(4.12) 2 (1.03) + (it/4)(2.06) 2 (1.03) + 

(.785)(7E/4)(1.03)(4.12 2 - 2.062) 

V Bowl = 25.25 ft3 

ASurface = (2n)(4.12)(1.03) + I I 2ir dr dh 

ASurface = 33.4 ft2 

Payload = (93.64 lbf/ft3 )(23.25 ft3 ) = 2364 lbf on Earth 

Payload = 394 lbf on moon 

C.G.=[(1 3.732)(1.03+1.03/2)+(3-433)(1.03/2)+8.0845(l.03/3)]/25.25
APPENDIX A.6 DUMP MECHANISM 

Force on actuator = 283 pounds 

Fx = 0 = 283cos(4.70) - Ficos(tan-1(.37/.5)) 

.. Fi = 283cos(4.70 ) / (cos(36.50) 

Fi = 351 lbs. 

Fy = 0 = 283sin(4.70) + Fisin(36.50 ) - F2 

.. F2 = 283sin(4.70 ) + Fisin(36.50) 

F2 = 232 lbs. 

Sizing members using the Euler Column Theory--

351 = (fl2 E1) / (4 1-2) 

.. I = (351)(4)(7.5) 2 / ( (J1 2 )(10 X 106 ) = 0.00079 in.4 

Using a factor of safety of 10, choose I = 0.008 in.4 

I = 1TI(d 4 - d 4 ) / 64 

Choosing an outer diameter equal to 1.00 inches, and solving 

for the inner diameter, we find 

d = 0.956 inches 

Now check for static beam deflection 

Total downward force = 232sin(90 0 - 36.50 ) + 283sin(36.50 - 40) 

= 232sin(53.5 0) + 283sin(32.50) = 339 lbs.
Maximum static deflection = Ymax 

Ymax = FL3 I 3E1 

Ymax = (339)(7 . 5)3 / (3(10 X 106 ))(.008) = 0.01 in. 

Use 1.0 in. X 0.044 in. round tubing: 

weight/ft. = n(1.02 - 0.9562 )(12)(0.098) = 0.314 Ibf/ft. 

total length = 2(((0.5)(2)0.5) + 3(0.5) + 0.37 + 0.62) + 4(2.1 + 2.8) 

total length = .25 feet 

total weight = 25(0.31) = 8 pounds 

Note: this weight does not include the actuator used in each mechanism.
APPENDIX A.7--THERMAL CONTROL SYSTEM 

For calculation of the view factors, the length of the electronics 

housing is denoted as LH. The length of the lunar surface is 3.2LH, and the 

length of the solar surface completing the enclosure is 3LH. The view 

factors are determined using the crossed-strings method as follows: 

FSoIar-Housing = { 1/2(3LH) } [3LH + LH - 3.2LH ] = 0.13 

FLunar-Housing .{ 1/2(3.2Li-i) } [3.2Li.i + LH - 3LH ] = 0.19 

FHousing-Solar = { 3LH/LH } (0.13) = 0.39 

FHousing-Lunar = 1 - FHousing-solar = 0.61 

FLunar-Solar = 1 - FLunar-Housing = 0.81 

FSoIar-Lunar = 1 - Fsolar-Housing = 0.87 

For this simplified model, calculation of the view factors for the 

top surface of the truss is not required as it is a one-to-one radiative 

exchange with the solar surroundings. 

CONSTANTS USED IN THE CALCULATIONS: 

H = Subscript denotes housing property 

S = Subscript denotes solar property 

L = Subscript denotes lunar property 

= Stefan - Boltzman constant = 5.67 x 10- 8 W/m2K4 

E = emissivity 

cx = absorptivity 

EH = emissivity of housing = 0.01 

= 8L = 1.0 (black-body assumption) 

TL = 430 K (during peak solar radiation) 

TL = 103 K (during absence of solar radiation) 

TH = 273 ± 5 K (design temperature of housing) 

Eb,s = 1350 W/m2 (solar radiation during peak radiation)
Eb,s = 0 W/m 2 (solar radiation during absence of solar radiation) 

Eb,L = cTL4 = 1940 W/m2 (radiosity of moon at peak radiation) 

Eb,L = cYTL4 = 6.38 W/m2 (radiosity of moon with no radiation) 

Eb,H = crTH 4 = 314 W/m2 (black body emissive power of housing) 

CA = specific heat of aluminum = 896 J/kg K 

P A = density of aluminum = 2702 kg/M3 

HEAT ABSORBED BY THE HOUSING DURING PEAK RADIATION: 

Bottom legs: 

Q"H = cxi-i CLEb,LFL-H + aHCS Eb,sFs-H - Cl-I Eb,H 

Q"H = (.01 )(1 )(1 940)(.1 9) + (.01 )(1 )(1 350)(.1 3) - (.01 )(31 4) 

Q"H = 2.3 W/m2 

Top leg: 

Q"H = cXHESEbSFS-H - CHEb,H 

QI!H = (.01)(1)(1350)(1) - (.01)(314) = 10.36 W/rn2 

HEAT RADIATED BY HOUSING DURING NO SOLAR RADIATION: 

Bottom legs: 

Q"H = (.01)(1)(6.38)(.19) + 0 - (.01)(314) = 3.13 W/m2 

Top leg: 

Q"H = 0 - (.01)(314) = -3.14 W/m2 

REQUIRED THICKNESS OF ALUMINUM HOUSING DURING PEAK RADIATION: 

Saturation time = At = 7200 seconds 

L\TH = 5 K (allowable housing temperature rise) 

AB = area of bottom leg surface 

AT = area of top leg surface
WB = thickness of bottom leg of housing 

WT - thickness of top leg of housing 

dQH,dt = MCA (i\TH/M) = (energy equation for housing wall) 

Bottom legs: 

mH = pAABWB 

dQH,dt = Q"HAB = (2.3)(.294) = 0.68 W 

WB = (dQH/dt)[M/CApAABTH] 

WB = [(68)(7200)/(896)(2702)(.294)(5)] = 0.0014 m 

Top leg: 

mH = PA ATWT 

dQH/dt = Q"HAT = (10.36)(.186) = 1.93 W 

WT = (dQH/dt)[IM/CApAATATH] 

WT = (1.93)(7200) / [(896)(2702)(.186)(5)] = 0.006 m 

POWER REQUIRED TO HEAT HOUSING DURING NO RADIATION: 

Bottom legs: 

dQH/dt = Q"HAB = (-3.13)(.294) = -0.92 W 

power required = heat loss = 0.92 W 

Top leg: 

dQH/dt = QHAT = (-3.14)(.186) = -0.58 W 

power required = heat loss = 0.58 W 

TOTAL POWER REQUIRED TO HEAT ALL COMPONENT HOUSINGS:
total power = (8 bottom legs)(.92W) + (4 top legs)(.58W) 

total power for heaters = 9.68 W 

WEIGHT OF ALUMINUM HOUSING: 

Bottom legs: 

MB = pAABWB 

MB = (2702)(.294)(.0014) = 1.11 kg 

Top leg: 

MT = pAATWT 

MT= (2702)(.186)(.006) = 3.02 kg 

Total mass of housing: 

MTotat = (8 bottom legs)(1 .11 kg) + (4 top Iegs)(3.02 kg) 

MTotaI = 21 kg 

Weight on lunar surface: 

Weight of four housings = 34.3 N (7.7 lbf) 

MISCELLANEOUS THERMAL CONTROL SYSTEM COMPONENTS: 

Strip Heaters: 

Bottom legs: 

4 - 0.25 Watt heaters spaced evenly 

Top leg: 

3 - 0.25 Watt heaters spaced evenly
Weight: 

heaters weigh .046 N each 

total strip heater weight = 2 N ( 0.47 lbf) 

Multi-Layer Insulation: 

Kapton, Mylar, and Polyester at Eiotai = 0.01 

Massmuiti-layer insulation = 1.8 kg/m2 

Areatotal = 3 m2 

Masstotai = 5.6 kg 

Total multi-layer insulation weight = 9.2 N(2.2 lbf) 

TOTAL WEIGHT OF THERMAL CONTROL SYSTEM = 45.5 N (10.2 lbt)
APPENDIX A.8--WEIGHT ANALYSIS OF THE LBMTV 

Component Weight of each # Total weight 

pounds pounds 

Actuators 12 6 72 

Cameras 5 6 30 

Control systems 30 2 60 

Dump mechanism 8 2 16 

Frame 50 2 100 

Thermal control system 15 4 60 

Motor for wheels 25 8 200 

Steering mech./centerjoint 240 1 240 

Batteries 25 4 100 

Self-righting mech. 70 2 140 

Wheels 15 4 60 

Total Vehicle Weight 1080 poundsearth

180 POUfldSmoon 

Moon Payload Weight 788 pounds 

Gross Weight (moon) 970 pounds 

Payload : Vehicleweight ratio 4.4 

Approximate shippping cost ($ millions) 24 
APPENDIX B 

SPREADSHEETS 

AND 

GRAPHS
DUMPING MECHANISM

LENGTH OF ACTUATOR (ft): 3.0 

1.65*LENGTH OF ACTUATOR (ft): 49 

NEUTRAL LENGTH OF ACTUATOR (ft): 4.5 

DUMP LENGTH OF ACTUATOR (ft): 3.1 

HEIGHT OF PLATE TO PIVOT (ft): 0.5 

LENGTH OF PIN TO PIVOT (ft): 4.0 

PIN OF ACT TO PIN OF ROT (ft): 4.0 

ROTATION RADIUS (ft): 1.0 

HEIGHT OF PLATE TO ACTUATOR (ft): 0.9 

NUETRAL ANGLE (degrees): 112.9 

DEGREES OF ROTATION (degrees): 95.0 

MAXIMUM FORCE ON ACTUATOR (ibs): 283 

ANGLE OF 

ROTAT 

(deg)

LENGTH 

OF ACT 

(ft) 

0.00 4.51 

5.00 4.44 

10.00 4.36 

15.00 4.28 

20.00 4.20 

25.00 4.12 

30.00 4.03 

35.00 3.94 

40.00 3.86 

45.00 3.77 

50.00 3.68 

55.00 3.60 

60.00 3.52 

65.00 3.44 

70.00 3.37 

75.00 3.30 

80.00 3.24 

85.00 3.18 

90.00 3.13 

95.00 

100.00 3.06

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ROLL BAR: NEUTRAL POSITION 

CRANK AND FOLLOWER LENGTH (ft): 

COUPLER LENGTH (ft): 

FRAME LENGTH (ft): 

% OF CRANK 

% OF COUPLER 

CONVERSION FACTOR FOR DEGREES: 

VALUE OF PT: 

CRANK-FRAME ANGLE THETA1 (deg): 

CRANK-COUPLER ANGLE THETA2 (deg): 

COUPLER-FOLLOWER ANGLE THETA3 (deg) 

FOLLOWER-FRAME ANGLE THETA4 (deg): 

TOTAL DEGREES (=360): 

DIAGONAL OF TRAPEZOID (ft):

7 .00 

11.00 

5.00 

n o 

0.410 

57.30 

3.14 

115.38 

64.62 

64.62 

115.38 

360.00 

10.20 

COUPLE-CRANK PIN TO ACTUATOR PIN LENGTH: 

CRANK (ft): 2.10 

COUPLER (ft): 4.51 

LENGTH OF ACTUATOR (ft): 4.08 

DEAD LENGTH OF ACTUATOR (ft): 3.00 

1.65 % OF ACTUATOR DEAD LENGTH (ft): 4.95 

* * * *** * * * * * * *** * * * * *. * * * * * ** * * * * * * * * : * * * * 

NOTE % OF BAR MEASURED FROM COUPLER-CRANK PIN

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ROLL BAR: CLOSED POSITION 

CRANK AND FOLLOWER LENGTH (ft): 

COUPLER LENGTH (ft): 

FRAME LENGTH (ft): 

% OF CRANK 

°% OF COUPLER 

CONVERSION FACTOR FOR DEGREES: 

VALUE OF P1: 

CRANK-FRAME ANGLE THETA1 (deg): 

CRANK-COUPLER ANGLE THETA2 (deg): 

COUPLER-FOLLOWER ANGLE THETA3 (deg): 

FOLLOWER-FRAME ANGLE THETA4 (deg): 

TOTAL DEGREES (=360): 

DIAGONAL OF TRAPEZOID (Et):

17.00

11.00 

C J. 

0.30 

0.41 

57.30 

3.14 

164.00 

42.01 

79.26 

74.73 

360.00 

11.89 

COUPLE-CRANK PIN TO ACTUATOR PIN LENGTH: 

CRANK (ft): 2.10 

COUPLER (ft): 4.51 

LENGTH OF ACTUATOR (ft): 3.27 

DEAD LENGTH OF ACTUATOR (ft): 300 

1.65 % OF ACTUATOR DEAD LENGTH (ft): 4.95 

* ** ** * **** ** ***** *** * * **   ** * ****** * 

NOTE % OF BAR MEASURED FROM COUPLER-CRANK PIN

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ROLL BAR: EXTENDED POSITION 

CRANK AND FOLLOWER LENGTH (It): 7.00 

COUPLER LENGTH (It): 11.00 

FRAME LENGTH (ft): 5.00 

% OF CRANK 0.30 

% OF COUPLER 0.41 

CONVERSION FACTOR FOR DEGREES: 57.30 

VALUE OF P1: 3.14 

CRANK-FRAME ANGLE THETA1 (deg): 74.73 

CRANK-COUPLER ANGLE THETA2 (deg): 79.26 

COUPLER-FOLLOWER ANGLE THETA3 (deg): 42.01 

FOLLOWER-FRAME ANGLE THETA4 (deg): 164.00 

TOTAL DEGREES (=360): 360.00 

DIAGONAL OF TRAPEZOID (ft): 7.45 

COUPLE-CRANK PIN TO ACTUATOR PIN LENGTH: - 

CRANK (It): 2.10 

COUPLER (It): 4.51 

LENGTH OF ACTUATOR (It): 4.61 

DEAD LENGTH OF ACTUATOR (It): 3.00 

1.65 % OF ACTUATOR DEAD LENGTH (It): 4.95 

* * * * * * * * * * * ** * * * ** * * * * ** ** ** .* *** * * * * **. * * * * * * * 

NOTE % OF BAR MEASURED FROM COUPLER-CRANK PIN

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APPENDIX Ô 

PROGRESS REPORTS

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April 14,1988 

To: J. W. Brazell 

From: M E 4182 Design Group Six 

Subject: Progress Report 

During the past week, general design ideas were discussed. The problem 

statement was also written. 

Two ideas for movement are being considered. The first is the existing 

idea of a four-wheeled vehicle. The second is the possibility of using a 

bulldozer type vehicle, which would keep the center of gravity low and 

eliminate the need for ground clearance. 

For the platform/payload bed constraint, an idea was discussed that would 

make one side of the piece a bowl and the other side flat. This would 

allow two separate interfaces for material transport with only one piece 

of equipment. 

An additional proposal to the capsize-self-righting constraint was 

submitted that allowed the vehicle to move whether upside down or not. 

A few questions arised that need to be answered: Do wheels have to be 

used, and if so, how many? Can items be made for a dual purpose (i.e. the 

platform-payload-bed as one piece) ? Can a train type design be made as 

opposed to a symmetrical body? What is the range of materials that will 

be carried? Does the design have to be symmetric? 

Answers to these questions will be obtained at the team meeting this 

week when this progress report is submitted. A tentative project critical 

path has been agreed upon.
Progress Report 

Group 6 - Bulk Transport Vehicle 

ME 4182 

4/21/88 

Our original problem statement was revised and more clearly defined. 

The information included in it covered the three areas discussed at our 

previous group meeting; background, performance objectives and 

constraints. 

Equipped with a clearer understanding of the project at hand, the group 

assigned Stewart Griner and Cody Platt to research information 

available through the Literature Searches available at the Georgia Tech 

Library. Steve Martiny and Doug Meyhoeffer were assigned to conduct 

an LPI search. The others in the group agreed to research information 

concerning the problem at hand through other sources. 

The group meeting scheduled for later in the week will address the 

topics of work division and concept evaluation. Members will continue 

to conceptualize on their own until that point.
TO: Professor J.W. Brazell 

FROM: Team Six, Cody Platt (leader) 

SUBJ: Problem Statement 

DATE: April 21, 1988 

A Bulk material transport vehicle has been designed twice previously. 

It is desired to refine prior designs for use in moving lunar work-station 

materials. A vehicle for lunar work stations is to be designed within the 

following performance specifications and constraints. 

I. Performance 

A. Slope - The vehicle must be able to travel up and down a 20% grade 

whether loaded or unloaded. 

B. Traction - Optimal traction is to be obtained since the Moon's soil 

is loose and gravity is 1/6 that of Earth's. 

C. Speed - The vehicle must be able to travel at a top speed of 5-15 

mph. 

D. Payload Capacity - The hauling capacity should be at least 50 cubic 

k. feet and 800 Moon pounds. 

E. Self-righting - In the event of capsize, the vehicle should be 

capable of self-righting. 

F. Reliability - In order to ensure maximum reliability, the vehicle 

should be as mechanically simple as possible. 

G. Power - The vehicle should operate on 5-15 horsepower. 

H. Center of Gravity - The center of gravity will be as low as possible 

to prevent capsizing.
I. Ground Clearance - The ground clearance will be at least one foot. 

J. Weight - To minimize shipping costs, the vehicle will be made as 

light as possible. 

K. Control - The vehicle will be operated via remote control. 

L. Braking - A regenerative braking system would be optimal if proven 

feasible. 

II. Constraints 

A. Wheel-Bucket Ratio - The wheel to bucket ratio must be constant. 

B. Body Shape - Body should be symmetrical about a center pivot. 

C. Operating Range - The range of operation is limited to the line of 

sight. 

D. Thermal Range - Vehicle must operate between -120 C to 120 C 

E. Environment - The vehicle components must be able to withstand 

the abrasive soil and must operate with gravity 1/6 that 

of the Earth's.
April 28, 1988 

To: Professor J. W. Braze!! 

From: ME 4182 Design Group Six 

Subject: Progress Report 

At the team meeting of Monday, April 25, 1988, each team member 

was assigned a specific responsibility. The assignments were as 

follows: 

Self-righting and dump mechanisms:

Cody Platt 

Doug Meyheofer 

Center joint and steering mechanism:

Stewart Griner 

Stephen Martiny 

Wheels and frame: Chris Mal&rov 

Elizabeth Wheeler 

Cameras and visual equipment: Paul Daugherty 

Connections to the bowl/plate: John Sivak 

Power and fuel cells: Alan Hendrix 

Chris and Libby went to the Department of Agriculture at Auburn 

and talked to Eddie Burt about tires for the LBMTV. He suggested 

ANS (all non skid) tires for where maximum traction is needed. 

Although this tire is pressurized, a solid tire could be made for this 

application. Also, he discussed the Mohr cohesion formula: 

tau = C + (gamma) tan(phi) where 

tau is the shear stress in the soil, gamma is the normal stress of the 

tire on the soil, and phi is the angle of incline. C is the cohesion 

factor and it is zero for sand or moon dust. This means that there is 

virtually no resistance to the wheels' movement in the material. Mr. 

Burt also suggested a wheel width of about 12 inches to give a more 

concentrated normal force and thus better grip on an incline.
Cody and Doug worked on using a four bar linkage for the selfrighting mechanism and for the dumping/bowl-flipover mechanism. 

Other possibilities are also being considered for the self-righting 

mechanism such as a mast type arrangement protruding from the 

top of the LBMTV.

Other members of the group worked on their individual assignments. 

At the meeting of Monday, May 2, each alternative for each 

assignment will be discussed by all team members and the 

compatibility of the different aspects of the LBMTV will be discussed. 

Also, our literature search should be complete very soon.

'I 

I.'
May 5, 1988 

To: Professor J. W. Brazell 

From: M E 4182 Design Group Six 

Subject: Progress Report 

Most work in the past week has been the preparation for the presentation 

of May 5, 1988. Much progress has been by each group member in his 

specific area of concentration for the LBMTV. 

Doug and Cody have designed suitable mechanisms for the bowl's dumping 

and inversion and also for the self-righting of the vehicle. All that 

remains in these areas is a stress analysis for different lengths of each 

bar involved in each linkage. Doug is writing a program to optimize these 

lengths for the least force required and for a low weight requirement. 

Actuators will be sized when this process is complete. 

Stewart and Steve have come up with a center joint that provides for 

articulated steering and allows for rotation about two axes at the middle 

of the LBMTV. 

Chris and Libby have determined what type of tread would be most useful 

for the lunar surface. They are trying to determine if some type of 

substance might be used to stuff the inside of the tire with a surface 

made of a polymer. Also, Chris is working on a triangular space truss to 

form the frame of the LBMTV and to hold the fuel cells and other power 

supplies.

Paul has come up with a number of good ideas for camera location. He also 

has devised a scheme that would enable the lenses to be cleaned 

periodically should they become soiled by moon dust stirred up by the 

tires. 

John has developed a method for attaching other implements to the flat 

plate. He will be contacting the group working on the SKITTER interfaces 

to try and make these ideas compatible. 

Alan has been in contact with the Utah State University concerning fuel 
cells and power supplies. These supplies will probably be stored inside 

the truss-like structure of the LBMTV.
May 12, 1988 

To: Professor J. W. Brazell 

From: M E 4182 Group Six 

Subject: Progress Report 

We have abandoned the idea of a single bowl and plate fixture due to 

the complexity of its rotation. Therefore, Doug has devised two new 

• schemes for dumping from a detachable bowl. Also, Cody and Doug 

are looking into the positioning of the self-righting mechanism and 

the correct size actuator to use. 

Chris is working on the frame structure and will begin working on a 

scale model of the LBMTV. Paul will be working with Chris on the 

model, also. 

Paul will continue to do research on the camera system. He will 

also do research on the best insulation materials to house 

temperature sensitive components in. 

Libby is researching tire materials and working on interfacing 

mechanisms. 

Alan is still inquiring as to the best applicable power sources and 

their location. 

Steve and Stewart are working on the steering mechanism and 

center joint. They are attempting to minimize the torque through 

the middle pin that would be created by the steering actuators. In 

addition, they are minimizing the wheel base by reducing the area 

necessary for the steering mechanism.
May 19, 1988 

To: J. W. Brazell 

From: M E 4182 Design Group Six 

Subject: Progress Report 

Douglas Meyhoefer and Cody Platt are finishing the design on the four bar 

linkage that will be used as the self-righting mechanism. The team has 

decided to use a single actuator device for the dump mechanism as 

opposed to the bowl inverting four bar linkage. The bowl inversion linkage 

was deemed to complicated because of the complexity of driving its 

rotation for the 1800 rotation of the bowl.

Stewart Griner, Stephen Martiny, and Paul Daugherty are finighing design 

on the central pivot of the LBMTV. A worst possible case for maximum 

shear force on the central pivot pins was found by estimating a sudden 

deceleration time on the order of one ten thousandth of a second and using 

the estimate of the vehicle's mass. The analysis proved that the pin sizes 

are relatively small. Analysis will be furnished with the final report. 

Alan Hendrix is sazing up the power requirements for the actuators and 

drive motors. Paul Daugherty has started looking into a general control 

schematic for the steering and dump actuators as well as the drive 

motors. Multi-layer insulation is also being investigated for protecting 

the electronic equipment from radiation. Insulation will probably be a 

combination of dimple boards layered with some type of fiberglass felt 

for best insulation. 

Chris Makarov is doing a finite element analysis of the frame at critical 

areas. Frame design will be finished by the end of this week. 
May 26, 1988 

To: J. W. Brazëll 

From: M E 4182 Design Group Six 

Subject: Progress Report 

The design was completed and submitted for rough draft. The design was 

found to be to heavy, so it was necessary to re-design major structural 

components in order to reduce the total weight of the LBMTV. 

The truss frame weight was reduced by using only .05" thickness tubing 

instead of 1/8". 

The thermal control system heat sink housing was downsized as well. In 

• addition the use of a thermo-electric convertor to utilize heat from 

radiation was scraped for the use of a heat sink only. 

The rough draft was submitted and work began for the final report.
APPENDIX D 

INVENTION DISCLOSURE
Record of Invention No.__________ 

UTC No. (if applicable)__________ 

GEORGIA INSTITUTE OF TECHNOLOGY 

APPROVAL SHEET (Attach to DISCLOSURE OF INVENTION) 

The following questions should be answered by the laboratory or school director, 

as applicable. The questions are designed to verify the ownership of the invention. This approval should be included when the Invention Disclosure form is 

submitted, to the Office of Technology Transfer. 

1. Title of Invention: B.Jk oir U(ttZc (L-(3Mnj) 

2. List of Inventor(s): 

4

oc Y P(Arr kL.ti +n)DRax 

PAL Dc4i-4T'/ S?r 6.xJc.R 

Sr69HEiu Mt1 MT- )y C(4Li fri COZ

EL g EyH EL(Z bo.&L-As M140EFE(Z 

3. Ownership: ibUr..) 5it;i< 

In my opinion this invention: 

X A. Is owned by the Institute in accordance with the Patent Policy. 

B. Was developed by the inventor(s) without use of Institute time, 

facilities or materials, and is not related to the inventor's area 

of technical responsibility to the Institute and hence belongs 

to the inventor(s). 

4. Research project advisor approval for student submissions (if applicable): 

Advisor Date 

Reviewed, for Institute ownership by laboratory or school director. 

Name Date 

Title/Unit 

9/87
Record of Invention No.______ 

UTC No. (if applicable) 

GEORGIA INSTITUTE OF TECHNOLOGY 

DISCLOSURE OF INVENTION 

Submit this disclosure to the Office of Technology Transfer (OTT) or contact 

that office for assistance. Disclosure must contain the following items: (1) 

title of invention, (2) a complete statement of invention and suggested scope, 

(3) results demonstrating that the concept is valid, (4) variations and alternate forms of the invention, (5) a statement of the novel features of the invention and how these features distinguish your invention from the state of the art 

as known to you, (6) applications of the technology, and (7) supporting information. 

1. Title 

Technical Title:LU,V44Q 1841-0 MAr,,t /A,i#cpoer 

Layman's Title (34 characters maximum, including spaces): Lit 

/LIICZ 

Inventor(s): (Correspondence, patent questions, etc. will be directed to the 

first named inventor) 

A. Signature '4' 1Z' Revenue Share% ' Date O6Zf8 

C&roH 

Printed Name Pt47r Citizenshipt/. 

First Middle Last 

Home Address 2 r CTA'f4 (f) 

City Mft'ftr74.._County Coaá State __ Zip Code________ 

Campus Unit/Mail Address P.o. _?C282' Campus Phone 66'?2) 

B. Signature (,\QQ1 _Revenue Share% Date _ 2 

Printed Name t.JZo2+h Citizenship L)5A 

First Middle Last 

Home Address 14 RtftA iJñ5 Cxu't

City _____County ]L(+V'm State c—_Zip Code 33(c,< 

Campus Unit/Mail Address ________ Campus Phone–'9 

C. Signature Revenue ShareZ O Date 

Printed Name Citizenship U60 

First Middle Last 

Home Address 55c (3(.iQ 

City rt* County State /J V Zip Code 1(7Sc3

Campus Unit/Mail Address i?O.3oqqa Campus Phone______ 

9/87 Page 1 of 7 
Record of Invention No.______ 

UTC No. (if applicable)______ 

DISCLOSURE OF INVENTION 

2. Statement of Invention: 

Give a complete description of the invention. If necessary, use additional 

pages, drawings, diagrams, etc. Description may be by reference to a separate document (copy of a report, a preprint, grant application, or the like) 

attached hereto. If so, identify the document positively. The description 

should include the best mode that you presently contemplate for making (the 

apparatus or material invented) or for carrying out the process invented. 

TkE Le4Tt a rk tkf /t + orI ip 

/ 'tcRE CoMpf&l c(c are +r w o#. 1(tE 1tVcIE 4iJp 

2

z, '/e ,1-IIACD /Z 77(E 

LU/U11 GtLI FWzr E. 

Inventor(s) Date 1' 

•

L&,W4- q• C)-2Qo Date. OL 

Date_______ 

Witness* te 

Date____________ 

*The witness should be technically competent and understand the invention. 

9/87 . Page 2 of 7
Record of Invention No. 

UTC No. (if applicable) 

DISCLOSURE OF INVENTION 

3. Results Demonstrating the Concept is Valid: 

Cite specific results to date. Indicate whether you have completed preliminary research, laboratory model, or prototype testing. 

riiiry ,Zcrzci 1A1 L'Gti £ / 5L-C 

(30 f-lJ?Ot. t1Z5'.tI1 (410 I S

i-r -rue 

,q-----1 - Pi2E3E#u 7-1,t6 L- 0rYe',1S: r-z 

1.I15 NOT &EEIV 11 r6S7-4' OF oz

4. Variations and Alternative Forms of the Invention: 

State all of the alternate forms envisioned to be within the full scope of 

the invention. List all potential applications and forms of the invention, 

whether currently proven or not. (For example, chemical inventions should 

consider all derivatives, analogues, etc.) Be speculative in answering this 

section. Indicate what testing, if any, you have conducted on these alternate forms. 

T14-6 r*s s-r ..& =r #'C arjo Fiz4e4E i./S (&zVte / 

IT C141i 6CFrTTO tJ7? A'-y 7Y oF efilZAY.TAj6- 012 07HE rj5A(

/

/S 77tESt #1 rrA '7S 36 IU,7 'ba 

Inventor(s) Date 

p4 6. Date O(.o 62 B 

1&L Date______ 

Witness* 

9/87

te 

V (printed name)

Date____________ 

(printed name)

Page 3 of 7
Inventor(s) Date 

Date 

Date 

Record of Invention No. 

UTC No. (if applicable) 

DISCLOSURE OF INVENTION 

5. Novel Features: 

a. Specify the novel features of your invention. How does the invention 

differ from present technology? 

( TQU6 s'- -'"E -tZr&CT*I.4ik- Cc&'r.cL- Syr4 

b. What deficiencies or limitations in the present technology does your 

invention overcome? 

CuuErtYkJc XMOCV VA. ,Vc 706 76 

77P4fi/Po g £eice ,. -rtis ' r' 

c. Have you or an associate searched the scientific literature with 

respect to this invention? Yes( No . Have you done a patent 

search? Yes NoK If yes in either case, or both, indicate 

what pertinent information you found and enclose copies if available. 

Also indicate any other art you are aware of (whatever the source of 

your information) that is pertinent to your invention. Enclose copies 

of descriptions if available. (Note: An inventor is under duty by law 

to disclose to the U.S. Patent and Trademark Office any prior art known 

to him or her.) 

4/J-$ c- p-rr# r 

Witness

Date________________ 

(printed name) 

9/87 Page 4 of 7
Record of Invention No.________ 

UTC No. (if applicable)________ 

DISCLOSURE OF INVENTION 

6. Application of the Technology: 

List all products you envision resulting from this invention. For 

each, indicate whether the product could be developed in the near term 

(less than 2 years) or would require long-term development (more than 2 

years). 

IQ At A.4 DM! OA 

i4-yçpof2r

e',, c- 7deA4 

Inventor(s) 4 Date___________ 

(-L dQh (7 LAQA-' Date A51

te 

Witness te 7/l/ 

printed name

Date 

(printed name) 

9/87 Page 5 of 7 

C L
Record of Invention No.

UTC No. (if applicable)_______ 

DISCLOSURE OF INVENTION 

SUPPORTING INFORMATION 

1. Are there publications such as theses, reports, preprints, reprints, etc. 

pertaining to the invention? Please list with publication dates. Include 

manuscripts (submitted or not), news releases, feature articles and items 

from internal publications. Supply copies if possible. 

rU-FE 14(Z E OCLCU EAj CPz --- ØMTTEo 1-0 

1?U :l:A/&-()(z Ua35 py.

Is this date docu- 

____Are laboratory records 

physical location, but do 

^4 poNED 

2. On what date was the invention first conceived? 

mented? If p' Where? 5 e-e 

and data available? Give reference numbers and 

not enclose. 

GCOk,4 1,9 0 7- T/4 

&o €'v ?,, 4AA4 

3. Give date, place, and circumstances of any disclosure. If disclosed to specific individuals, give names and dates. 

^t REpoR-,--

4. Was the work that led to the invention sponsored by an entity external to 

Georgia Institute of Technology? Yes )t No 

a) If yes, has sponsor been notified? Yes.)( No 

b) Sponsor Names: GIT Project Nos. 

A/ñ4 

5. What firms do you think may be interested, in the invention and why. Name 

specific persons within the companies if possible. 

4 

9/87 - - Page 6 of 7
Record of Invention No.________ 

UTC No. (if applicable)_______ 

DISCLOSURE OF INVENTION 

SUPPORTING INFORMATION 

6. Setting aside your personal interest, what do you see as the greatest 

obstacles to the adoption of your invention? 

//r Fa z c y Te '

rcD, 6xp r,vØ,v 7-# ,L/D 

7. Alternate Technology and Competition: 

a. Describe alternate technologies of which you are aware that accomplish 

the purpose of the invention. 

b. List the companies and their products currently on the market which make 

use of these alternate technologies. 

c. List any research groups currently engaged in research and development in 

this area. 

&/1POk/, 

8. Future Research Plans: 

a. What additional research is needed to complete development and testing of 

the invention? What time frame and estimated budget is needed for the 

completion of each step? 4.ri4 B4',A, , 

b. Is Is this additional research presently being undertaken? Yes_No. 

C. If yes, under whose sponsorship? 

d. If no, should corporate sponsorship be pursued? Yes, No 

Suggested corporation(s) 

9. Attach, sign and date additional sheets if necessary. Enclose sketches, 

drawings, photographs and other materials that help illustrate the description. (Rough artwork, flow sheets, Polaroid photographs and penciled graphs 

are satisfactory as long as they tell a clear and understandable story.) 

9/87 - - Page 7 of 7
APPENDIX E 

FIGURES
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PIN CAP

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FIGURE CJ3
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VEHICLE INTERFACE 

S::: 

FIGURE 1F4.CONTAINER TO

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FIGURE OAI. TOP VIEW-LUNAR

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FIGURE TCI. SIMPLIFIED

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FIGURE TC2. PROJECTION OF

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