The Problem

Penn State University's 2004 BUV Team Members:

Mike Minnich Mike Lesko Matt Shirk
Brandon Kline Andrew Settlemyer Mark Magnotta
Randy Mehalko Brandon Fritz

Erica Sturgeon

The Institute for Affordable Transportation (IAT) is an organization devoted to providing cheap, reliable and user-friendly transportation to developing countries. To promote their goals the IAT sponsors a design competition for a Basic Utility Vehicle (BUV). The BUV should be light, durable, easy to fix, inexpensive, and simple to drive. Team BUV is the first group at Penn State to tackle the design of a BUV. This year Team BUV will develop a first prototype but will not compete in the IAT sponsored competition. In the future Penn State hopes to have a team competing in the BUV competition.

Many non-industrialized nations are in search of a method for affordable and reliable transportation for their everyday workplace use. The IAT has sponsored a project to develop a BUV to have designers try to meet the needs of these countries. Since these countries typically do not have the resources to develop and assemble these types of vehicles from raw materials, the IAT has turned this project into a competition for people of all ages, particularly college students. From the limitations that are imposed on the project, the IAT can control the designs and help to keep them affordable, their main goal.

As a new segment of Penn State's involvement in design competitions, Team BUV will create the first prototype of the BUV that will be used for future reference. Subsequent design groups will use this model to initiate their design and eventually become a part of the IAT's BUV Design Competition. Through the guidance of Dr. John Lamancusa, the group will design an optimized utility vehicle and then, after approval, begin fabrication of a functional prototype.



Specifications
  • Cost: $1600
  • Payload: 450 kg or 1000 lbs (including driver)
  • Cargo Deck Space > 16 square feet
  • Passenger Mode (optional) Seating for at least 5 people (including driver)
  • Top Speed: 32 km/h or 20 mph on grass (governed)
  • Mass / Weight: < 225 kg or 500 lbs
  • Ground Clearance: > 20 cm or 7.9" (except for differential or sprocket which is > 5")
  • Turning Diameter: < 6 m or 19.8 feet
  • Range: 160 km or 100 miles (can use secured secondary tank)
  • Width: < 1.34 m (allows assembled unit to fit in small pick-up bed)
  • Engine 8 hp - 12 hp Internal combustion engine (emissions specifications TBD)
  • Driveline: Two wheel drive (locked, or lockable), reverse not required
  • Materials: UV resistant, water resistant, corrosion resistant
  • Angle of Approach: > 45 degrees
  • Angle of Departure: > 35 degrees
  • Tip Angle > 45 degrees
  • Ramp Break-over Angle > 25 degrees
  • Seat Height Sitting surface < 36" from ground for driver and passengers
  • Weight Distribution 65% / 35% (or more uneven) when unloaded. This facilitates changing direction in minimal space by lifting & moving the light end.
  • Safety Equipment: Seat belts, parking brake, bumper, horn, brake light, front light, rear light kill switch, eight light reflectors (2 per side), passenger handles/ropes, tie-downs, or boat cleats (for securing cargo), "anti-roll" protection (roll-bar stops vehicle rotation at ¼ roll

Our Approach



The chassis and drive-train design of the basic utility vehicle can have 3 major variations. The location of the drive wheels, the location of the steering wheels, and the type of suspension used at each axle are all variables. We have furnished three different platforms, varying the layout of the components mentioned. The drive train of each has been decided. A 12 horsepower horizontal shaft engine or similar equivalent will be coupled to a continuously variable transmission (CVT) automatic type V belt transmission, similar to those used in snowmobiles. This will provide a wide, infinitely variable range of reductions, and must satisfy our overall reduction of approximately 9:1 for a top speed of 20 miles per hour at 3100 RPM.

Because there are so many possible implementations, due to the large scope of this project, we will first list the three different drive and steering location schemes. The first type is a rear wheel drive, front steer platform. This is the most popular choice among current budget priced small utility vehicles. This allows the powered axle to be separate from the steering wheels. The next design considered is the front wheel drive, front steer platform. This complicates things slightly by incorporating steering and power transmission into one articulated package. The third alternative is a front drive, rear steering design. These three designs only impose two radically different situations. The front-wheel-drive, rear steer and rear-wheel-drive, front steer both isolate the powered axle from the steering wheels, while the front-wheel-drive, front steer does not. This brings us to consider the different suspension implementations used for the two very different designs.

Due to simplicicity, rear wheel drive front steer was chosen for the final design.


The Solution

A frame will fabricated from 2" x 3" tubing with 0.120" wall thickness. The front end will consist of a twin A-arm setup with coil over strut suspension. The drive train will consist of a 10 Hp Briggs & Stratton engine donated by Briggs & Stratton, Inc. The engine will be coupled to a Polaris Variable Transmission which features forward, neutral, and reverse gearing positions. This transmission will turn a differentiated rear axle from a 1986 Suzuki Samuri by way of pulleys and a belt. Coil over struts will be the suspension choice to connect the frame to the rear axle. The ergonomics team is assembling seats, pedals, a steering wheel, and a bed necessary for the complete operation of the vehicle.

 


Links to specific component specifications are provided at the bottom of this page.

 

Performance Features
" Capable of climbing 10% slope (fully loaded)
" Fording Ability: 18 inches of water
" Brake(s) will lock at least two wheels during the stop (off-pavement, fully loaded)
" Capable of towing a 200 kg (440 lb) trailer load with 50 lb tongue weight
" Ease of Maintenance: "shade-tree" mechanic can stand vehicle on its side or end to access undercarriage.

Data Sheets

Briggs and Stratton: 10 HP INTEK PRO ENGINES

Frame specs

Drive train Layout