Multi-Use Utility Trailer for the 'Weekend Racer'

Transcription

1 Multi-Use Utility Trailer for the 'Weekend Racer' by JOSE BUONO Submitted to the MECHANICAL ENGINEERING TECHNOLOGY DEPARTMENT In Partial Fulfillment of the Requirements for the Degree of Bachelor of Science In MECHANICAL ENGINEERING TECHNOLOGY at the College of Applied Science University of Cincinnati May Jose Buono The author hereby grants to the Mechanical Engineering Technology Department permission to reproduce and distribute copies of the thesis document in whole or in part. Signature of Author Certified by r ~h-~~.js.~ Mechanical Engineenng Technology :f~ Accepted by / Dr. Muthail-Ubaidi, Department Head Mechanical Engineering Technology

2 Multi-Use Utility Trailer for the Weekend Racer By: Jose Buono 6/4/07 Advisor: Laura Caldwell

3 ABSTRACT For the owner of a small vehicle that uses a utility trailer (particularly the weekend racer), an improved design is desired. There are limited options in the market such as standard bolt-together kits that can be customized for a specific purpose and there are two custom trailers specifically manufactured for transportation of racing equipment. The bolt together kits are the most economical option but must be customized, have no provisions for easy storage, and consume the most space. The specialized trailers are very expensive and also have their shortcomings. Customer surveys and other influencing factors led to the conclusion that the improved trailer would mainly need to be compact and easy to store, stable at highway speeds, and provide access to equipment at all times. The concept that is developed based on these and other criteria is on the long and narrow design such as the Super Sport trailer but with major improvements. This trailer is compact in size and easy to handle, has a low center of gravity design for improved stability, and has a toolbox orientation that provides access to equipment at all times with no compromises. The long trailer design required careful analysis of the main frame components and the tongue in bending. The removable tongue design also required careful analysis of the supporting members and analysis of the welds needed to make the compound shape of the tongue itself. Federal standards for cargo restraint were also used to ensure that the cargo was safely secured. The material for fabrication of the trailer and the design factor was selected with strength and weight reduction in mind. Standard off-the-shelf components were also used to reduce manufacturing costs. Fabrication, assembly, and testing of this product was completed in a period of seven weeks consisting of three, 6-to-8 hour days. The goal was to use readily available tools and processes in order to simplify the process and make it feasible for a small business or individual to produce. Static testing of the prototype resulted in the discovery of a small design flaw which was efficiently addressed before dynamic testing took place. Dynamic testing confirmed that this product met its key features and objectives. The result is a utility trailer for the Weekend Racer that is very functional when in use and very compact and organized when stored. It incorporates many of the features of products on the market and improves on many flaws. The documentation of the development of this product also serves as a concise technical report, demonstrating practical application of engineering techniques and product development that is necessary to create a functional and safe product for the end user. Note that the design process is presented in order of the designer s thought process. ii

4 TABLE OF CONTENTS ABSTRACT...II TABLE OF CONTENTS... III LIST OF FIGURES... IV LIST OF TABLES... IV INTRODUCTION... 1 PRODUCTS ON THE MARKET... 1 SURVEY AND RESULTS... 3 PRODUCT OBJECTIVES... 4 DESIGN ALTERNATIVES AND SELECTION... 5 LOADING CONDITIONS... 7 DESIGN ANALYSIS... 7 MATERIAL SELECTION COMPONENT SELECTION FABRICATION AND ASSEMBLY TESTING AND PROOF OF DESIGN PROJECT MANAGEMENT CONCLUSION AND RECOMMENDATIONS REFERENCES APPENDIX A PRELIMINARY RESEARCH AND FEATURES... A1 APPENDIX B SURVEY AND RESULTS... B1 APPENDIX C QFD... C1 APPENDIX D DRAWINGS... D1 APPENDIX E LOADING CONDITIONS... D1 APPENDIX F SIDE BEAM AND TONGUE LOADING... F1 APPENDIX G AXLE BEAM LOADING... G1 APPENDIX H TONGUE ATTACHMENT CALCULATIONS... H1 APPENDIX I TONGUE WELD CALCULATIONS... I1 APPENDIX J MATERIAL SELECTION CALCULATIONS... J1 APPENDIX K BILL OF MATERIALS... K1 APPENDIX L SCHEDULE... L1 iii

5 LIST OF FIGURES Figure 1 - Mini Utility Trailer... 1 Figure 2 - Folding Trailer... 1 Figure 3 - Aluminum Trailer... 2 Figure 4 - Typical Setup... 2 Figure 5 - Trailex Tire Toter... 2 Figure 6 - Super Sport Trailer... 2 Figure 7 - Relative Weight of Customer Requirements... 3 Figure 8 - General Dimensions and Layout... 6 Figure 9 - Cargo Layout... 7 Figure 10 - Tongue Attachment Loading... 8 Figure 11 - Tongue Weld Locations... 8 Figure 12 - Single Thru Strap and Roll Prevention Angle... 9 Figure 13 - Crossed Straps... 9 Figure 14 - Raw Materials Figure 15 - Welded Tongue Attachment Figure 16 - Drilled and Fastened Components Figure 17 - Frame and Axle Figure 18 - Completed Frame Figure 19 - Fully Equipped Trailer Figure 20 - Original Design Figure 21 - New Design Figure 22 - Trailer in Storage Mode Figure 23 - Finished Trailer Figure 24 - Marketing Visual Aid LIST OF TABLES Table 1 - Weighted Decision Matrix... 5 Table 2 - Selected Material Dimensions and Factors of Safety Table 3 - Major Components Selected Table 4 - Proposed vs. Actual Budget iv

6 Multi-Use Utility Trailer for the Weekend Racer Jose Buono INTRODUCTION For the owner of a small car (particularly the weekend racer), the ability to transport large and/or heavy items (particularly race tires and equipment) is limited. Some resort to the use of a small, towbehind, utility trailer, but this presents another problem, storage of the trailer. For this audience who might have a typical, small, one or two car garage, floor space is probably already limited to storing vehicle(s), the items being hauled on the trailer, and other household maintenance items such as toolboxes, lawn mowers,and snow shovels. While there are a few options on the market, there are no products that can store the race tires and other racing equipment, while only leaving a small footprint on valuable floor space when in storage and also provide adequate access to equipment while in storage. PRODUCTS ON THE MARKET A utility trailer is a general product that can be used to haul almost anything. They come in different sizes and load capacities but are generally of a similar configuration and consist of the same basic components, such as, an axle with suspension and wheels, a frame, and lighting and wiring that meet DOT requirements. Since these trailers are so basic, the user that wants one for a specific purpose has to put some effort into customizing it for that particular purpose. Research revealed what some of the readily available options are and what the needed modifications are if the product will be used to transport racing equipment and tires. This detailed research is included in Appendix A of this report. The most commonly used trailers for this particular purpose are very economical. One option is the Mini Utility Trailer pictured in figure 1. This trailer has a capacity of 860 pounds. It is large enough to carry four race tire assemblies, racing equipment, and is compact. This product includes the basics and requires customization by the user. It is not foldable nor does it provide any features to make it easy to store.[1] An alternative to this product is the folding trailer pictured in figure 2. This trailer is a little larger and has a 900 pound load capacity, and it folds into a more compact size. This ability allows the trailer to be stood on its end upright on provided legs so that it takes up less space. This trailer is actually a little too large for racing, since the extra length of it is not needed by most. It is heavier and equipment has to be removed from the trailer in order to allow for it to be folded.[2] Figure 1 Mini Utility Trailer Figure 2 Folding Trailer The previous two trailers are mass produced and have frames made out of steel channel that is strong, economical, and bolted together, but these features make them cheap looking and heavy. There are other alternatives such as the Worthington aluminum trailer in figure 3. Not only is this product lighter, but it also looks better. It includes upscale LED lighting, optional 12 wheels, and a wide range of options from the manufacturer that can be custom ordered since it is not mass produced. It is also more expensive.[3] 1

7 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Figure 3 Aluminum Trailer Figure 4 - Typical Setup As previously stated, these trailers are for general use and must be customized to transport race equipment. Some searching on the internet revealed two websites that detail this process: one by an owner of a small BMW Z3 roadster[4] and another by the owner of a small Mazda Miata roadster[5]. The process and setup is typical for this use. It consists of adding fixturing for four tire assemblies and adding some flooring in order to have a firm place to securely attach a plastic toolbox as pictured in figure 4. This toolbox holds race equipment and keeps it safe from the weather and secure from theft with a simple lock. The tires are usually secured with tie down straps but are not as theft secure. Figure 5 - Trailex Tire Toter Figure 6 Super Sport Trailer Some more searching and information from surveyed customers revealed two more products that are purpose built. The Tire Toter pictured in figure 5 is made by a company called Trailex. This company custom makes this trailer and offers some options for the racer. In basic form it includes one tire rack and flooring for the toolboxes that are not included. It is made out of aluminum and can be custom ordered in different sizes. This product is expensive and not very common. It also does not have provisions for easy storage. [6] The Super Sport trailer pictured in figure 6 is another purpose-built product. It is all aluminum, light, compact, and the most expensive of them all. This product offers a very clever configuration that makes it easy to store; however, it has a few shortcomings. The orientation of the toolbox allows for access to equipment while it is oriented horizontally, but when stored vertically it rests on the door to the toolbox preventing access to equipment. This could easily be resolved by changing the orientation of the toolbox so that it opens from the top. But, since the trailer sits high off the ground due to its oversized tires and suspension geometry, the toolbox would probably be un-accessible to shorter users. The oversized tires and suspension geometry also make this trailer have a high center of gravity, which in combination with its narrow track, could make this product unstable. In addition, this trailer requires a minimum garage ceiling height of eight feet in order for it to stand vertically. [7] 2

8 Multi-Use Utility Trailer for the Weekend Racer Jose Buono SURVEY AND RESULTS A survey was conducted on various racing forums and in person at autocross events to evaluate a list of ten customer concerns and desires for this product (Appendix B). A sample size of only 15 was used due to the market size for this product being very small and focused. A QFD was also completed to further aid in selection of final design criteria and objectives (Appendix C). The results of this activity are illustrated in figure 7. Customer requirements with the highest relative weight are ease of storage, high speed stability, and access to equipment while in storage. The customer requirements have to be achieved by meeting certain engineering criteria. In this design, highest priority should be given to the configuration as this will allow the prototype to meet its highest rated requirements. Weight Rating of Customer Requirements 18.0% 16.0% 14.0% Weight Rating (%) 12.0% 10.0% 8.0% 6.0% 4.0% 2.0% 0.0% Ease of storage High speed stability Access to equip. while in storage Durability Versatility Cost Ease of maintenance Safety Appearance Reduced noise while towing Customer Requirements Figure 7 Relative Weight of Customer Requirements 3

9 Multi-Use Utility Trailer for the Weekend Racer Jose Buono PRODUCT OBJECTIVES The following is a list of product objectives for the Utility Trailer for the Weekend Racer. The accomplishment of these objectives guided and proved the design intent when it was completed. 1. Ease of Storage One person operation in under 10 minutes. Based on NIOSH lifting standards. No more than 5 steps to convert from trailer mode to storage mode. Trailer will occupy less floor space than typical race trailer set-up. 2. High Speed Stability Low center of gravity design. Multiple positions for attaching axle to frame for the purpose of balancing tongue weight. (8-15% tongue weight recommended for stability) 3. Access to Equipment While in Storage Toolbox door will be able to be opened both in trailer and storage mode so that contents are accessible to an average adult female without moving trailer. 4. Durability Materials will either be corrosion resistant or coated More durable and resistant LED lighting will be used. Wiring will be soldered and shielded. 5. Versatility Trailer will be able to transport not only race tires and equipment but also be capable of transporting other items as well (5.5ft by 2ft cargo bed with toolbox removed, 11 sq.ft., at least 300 lb. cargo capacity). Will be able to transport 13 to 18 wheels and at least 4 assemblies. Race equipment and fixtures will be removable using 2 or fewer standard tools. 6. Cost The trailer will have a target selling price of $500. DFA and DFM techniques will be applied to reduce costs. Standard off-the-shelf trailer components will be used to reduce manufacturing costs. 7. Ease of Maintenance Bearing buddies will be standard equipment for easy lubing of bearings. Standard off-the-shelf components will be used for ease of replacement. More durable and resistant LED lighting will be used instead of filament bulbs. 8. Safety Trailer will meet NHTSA applicable codes for use on public roads. 9. Appearance Trailer will use modern LED lighting. Materials will be either corrosion resistant or coated in neutral colors. 10. Reduced Noise While Towing Rubber torsion beam will be used instead of leaf springs to add damping control to suspension. 4

10 Multi-Use Utility Trailer for the Weekend Racer Jose Buono DESIGN ALTERNATIVES AND SELECTION The selection process for the weekend racer utility trailer was narrowed down to two concepts/configurations. These concepts were developed based on researched products from the market, desirable features, and similar products available. Concept one is based on the traditional setup with four tires lined up from side to side of the trailer and a lockable toolbox in the front or rear of the tires. The bed of the trailer is wide and short or approximately 4 by 3.5. Concept two is based on the Super Sport trailer configuration where the bed of the trailer is long and narrow or approximately 5.5 by 2. In this case, the tires are still lined up but they are oriented from front to back of the trailer. A smaller toolbox is also fitted to the back of this trailer. The weighted objective method was used to select a concept. As seen in the table 1,concept two is rated highest. Concept two offers a layout that uses less horizontal space while in storage, with a slight increase in vertical space that is less critical. This configuration also seems to be more maneuverable for the user and offers almost the same amount of square footage in surface area when used for other duties other than transporting race gear. Due to its advantages, concept two was selected for further development. Table 1 Weighted Decision Matrix Weight Concept 1 (wide/short) Concept 2 (long/narrow) Product Objectives Factor Units Magnitude Score Rating Magnitude Score Rating Ease of Storage Experience Good High High Speed Stability Experience Good High Access to Equipment While in Storage Experience Good High Durability Experience High High Versatility Experience High Good Cost $ Ease of Maintenance Experience Excellent Excellent Safety Experience High High Appearance Experience Good High Reduced Noice While Towing Experience High High Total Again, for this design, emphasis was given to the first three objectives. Others were incorporated into the product but were more general and not discussed at length. Generally, this product would only be used a few times a year or a few times a month. The rest of the time it will be stored. To meet the first objective, the product had to be light weight, maneuverable, and compact when stored. It would achieve the smallest footprint if it is stood vertically on the back of the trailer. This would result in an approximate width of 3 feet and depth of 2.5 feet. Trailer tongues on small utility trailers are approximately 2.5 feet. This length allows the vehicle/trailer combination to have an appropriate amount of turning and maneuvering ability. This would make the trailer have a total length or height of 8 feet. Garage ceiling heights are generally around 7 to 8 feet high. A removable tongue helps reduce its height to 5.5 feet when stored. High speed stability is the second highest rated objective. Weekend racers will in most cases have to travel on public highways where speeds are usually 50 to 70 miles per hour. Trailer accidents are often a result of trailer sway. This happens when the trailer starts to fishtail behind the vehicle due to trailer balance, road inputs, wind, or rapid maneuvers. If uncontrolled, the fishtailing increases to the point where it can jackknife with the vehicle and either turnover or cause the vehicle to lose control. This can be a very scary experience, cause property damage, or worse, cause an accident. There are two main factors that affect stability, tongue weight (weight being supported by vehicle) and center of 5

11 Multi-Use Utility Trailer for the Weekend Racer Jose Buono gravity height. Recommended tongue weight is 8% to 15% of trailer weight with cargo.[8] This recommended weight ensures that the center of gravity is forward of the axle and that the overhang behind the axle does not greatly influence the movements of the trailer. A trailer with no overhang or with an axle all the way at the back will never sway but it will increase tongue weight. [9] The tongue weight should not be so great that it exceeds the weight rating of the hitch or great enough to affect the control of the tow vehicle by lifting the front end and reducing contact of the turning wheels. In this case, the weight of the trailer and cargo is so small that the higher limit is not a great concern for stability, only for handling of the trailer by the user. A compromise must be made and this is evaluated in the Loading Conditions section. Center of gravity height influences turnover of the trailer. This should be kept as low as practicably possible. For this trailer the bed height is in the range of 6 to 8 inches. This is achieved by using 8 wheels on the trailer (16.1 tire diameter) which are more than adequate for its total weight and by using tires that are suited for high speed travel. Utility trailers generally use leaf spring suspensions. These suspensions, because of their geometry, do not allow a low trailer bed height. They are also overrated in capacity for most small trailers and offer very little compliance. For this design, torsion arm suspension was used in order to select a more appropriate rating for the intended load and some suspension compliance. The torsion arm suspension is also height adjustable and will allow the trailer to ride as low as possible. This lower height also makes it possible to orient the toolbox so that it is accessible when the trailer is oriented both horizontally and vertically. The lower height of the trailer makes it necessary to gain some tongue height to reach the hitch and keep the trailer level. For sport/racing vehicles hitch height is approximately 12 inches. The tongue has a rise in it to achieve this height. An assembly drawing with general dimensions is shown in figure 8 and detailed shop drawings can be found in Appendix D. Figure 8 General Dimensions and Layout 6

12 Multi-Use Utility Trailer for the Weekend Racer Jose Buono LOADING CONDITIONS The frame of this trailer is critical to its design, and it is the major structure that supports the cargo. The intended use of this trailer is to carry at least four tire and wheel assemblies and a toolbox large enough to carry typical racing equipment such as a jack, tools, and helmet. Depending on their size, wheel assemblies can weigh from 30 to 50 pounds each. The toolbox for this trailer weighs 25 to 30 pounds and the racing equipment is estimated to be 50 to 70 pounds; therefore, the total weight of this trailer will range from 200 to 300 pounds. The layout of this cargo on the trailer can be seen in figure 9. Various conditions were analyzed at two axle locations and at the cargo weight extremes. This analysis can be seen in detail in Appendix E. In order to achieve a tongue weight that is above minimum for all conditions, the axle is best placed 1 foot from the back. The worst loading condition on the frame of the trailer is when 300 pounds of weight are placed on it and are used to analyze the trailer. Figure 9 - Cargo Layout DESIGN ANALYSIS Tongue and Side Beams From the loading conditions above, it is easily observed that the side beams of the trailer and the tongue are subject to bending from the load. Using the appropriate weight distribution of this load and dimensions of the trailer, shear and moment diagrams are generated by hand as illustrated in Appendix F. It can be seen that the greatest moment of 2594 lb-in. happens just ahead of the middle of the supported tire assemblies. The greatest moment on the tongue is where the bed ends and the tongue starts and it is 2040 lb-in. Axle Beam The axle beam is another major structure component and diagrams illustrating its loading can be seen in Appendix G. This loading is based on the weight being supported at the axle and half that amount being supported by each side. The maximum moment happens at the center and it is 1392 lb-in. 7

13 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Tongue Attachment The removable tongue is attached to the bed with two hitch receiver pins and it behaves as a lever arm pivoting about the first pin and resting on the second pin as shown in figure 10. The attachment bracket s total cross section (minus the pin holes) must support the reaction force of 272 lbs. See Appendix H for details. Figure 10 Tongue Attachment Loading Tongue Welds The rise in the tongue makes welding necessary. These are butt welds and their locations are pictured in figure 11. They are welded all around. The worst case is the top one and it is analyzed by treating it as a line with no cross section and determining the load per inch of weld. The leg size of the fillet weld bead is then found.[10] [11] Details can be seen in Appendix I. The load on the weld is 301 pounds per inch and will require a weld leg size between 1/8 and 3/16. Since this is a critical connection, a gusset could be used at this point as added safety. Figure 11 Tongue Weld Locations 8

14 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Cargo Securement The main objective of this trailer is to transport racing tire and wheel assemblies and other racingrelated equipment. The equipment is safely stored inside an aluminum toolbox. The tires sit on top of the trailer bed and must be safely secured. In order to have some reference of cargo securement guidelines, the Federal Motor Carrier Safety Administration (FMCSA) Guidelines for commercial use of trailers were used. These guidelines are found in Title 49, Code of Federal Regulations, Part 393. [12] Note that these are requirements for commercial users and not private individuals. The tires are oriented front to back on the trailer leaning against each other. Section 106 of CFR 393 recommends that items that tend to roll should use some sort of wedge or barrier to prevent tendency to roll. This design uses two pieces of aluminum angle, placed similarly to those in figure 12 to prevent roll. These pieces also allow the tires to be centered on the trailer bed and held there while they are secured. Section 102 of CFR 393 gives requirements for securement of cargo. It states that the hold downs should be able to hold the cargo at 0.8g of deceleration in the forward direction, and 0.5g in both rearward and lateral movement. The forces that must be restrained by these accelerations are less than the normal weight of the secured cargo. The worst condition for this design is 200lbs of tire assemblies. The toolbox at the back of the trailer restrains rearward movement. Ratchet tie down straps are used to secure the assemblies in forward deceleration and laterally. These were selected based on the working load of the strap. This rating is commonly 300lbs or greater and sufficient for this purpose. Various methods were considered such as the use of a single strap through the center of the wheels as seen in figure 12 or the use of two crossed straps on the outside of the wheels and tires as seen in figure 13. Notice how that trailer configuration limits the transport of wide wheels and tires to only 3 assemblies. The single strap through the center was selected as this configuration will allow the use of only one strap and because it is routed through the center of the wheel, it ensures that strap will not slip during transport as may be the case with the crossed straps. Figure 12 Single Thru-Strap and Roll Prevention Angle Figure 13 Crossed Straps 9

15 Multi-Use Utility Trailer for the Weekend Racer Jose Buono MATERIAL SELECTION Design Factor Since this trailer will see increased loads due to road shocks from bumps or stop-and-go jerks, the dynamic loading had to be accounted for by adding a design factor. For impact or shock loading, Mott recommends a design factor of 12 for yield strength. [13] This is very conservative and would make a heavy trailer. Machinery s Handbook design factors range between 1.3 and 4. [14] Smith, a trailer engineer and author of several books on trailers states that, To counter the onslaught of weight inherent with large load factors, trailer designs need to be more exact. To know more precisely the correct factors to use, instrumented testing has to be done. Load factors used on trailers can typically range from 1.5 to 3.0 and maybe higher for joints and connections. For trailers headed for production, testing is absolutely the best option to verify and refine the numbers you decide to use. [10] Since this trailer will be a prototype and no instrumented testing is planned at the time, a design factor of 6 is used throughout as a conservative yet reasonable number. Materials Used Materials for trailers are selected based on three factors: favorable geometry, material properties, and section modulus or cross section. The geometry of the shape used aids in the manufacturing process and the addition of purchased components of fixed/standard dimensions. Material properties aid in selection of a material such as weight to keep the weight of the trailer down, and yield strength to use in stress calculations. The material needs to be strong but not brittle. Finally the required section modulus or a cross section is calculated to ensure that the structure will resist its applied load. This final number incorporates the applied load, design factor, and the yield strength. Channel, made of 6061-T6 Aluminum, was used for the side beams of the trailer. This shape facilitated the attachment of other members and toolbox by use of its flanges. Its minimum section modulus required is in 3. The tongue was made from 2 inch square tube. This facilitated the attachment of a standard 2 inch coupler and the use of standard receiver hitch pins to attach to frame. Since this is a welded structure, steel was used to facilitate welding. Its minimum required section modulus is in 3. The axle beam was also made of 6061-T6 Aluminum channel but required a 5 inch web dimension to bolt the axles to. Its minimum required section modulus is 0.209in 3. Detailed calculations and results are included in Appendix J. The tongue attachment also required welding and was made out of steel. The cross section of each side of the supporting bracket was required to be 2 inches in length by design so its minimum required thickness is inches. These detailed calculations and results are included in Appendix H. Generally, material comes in standard dimensions. These materials are either chosen to meet needed dimension requirements as specified above or that provide a section modulus or cross section greater than that required. This difference from what is required and from what is chosen generally reduces the stress seen in the component and the ratio of these will result in a factor of safety. Optimally this should be close to one but may be greater if the chosen dimensions can not be refined. A summary of this information can be seen in table 2. Notice that the side beams and the tongue are close to one. The axle beam and tongue attachment were much higher but the dimensions of these materials were needed for convenience. However, these items are small parts of the trailer and their larger factor of safety does not greatly influence the weight of the trailer. 10

16 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Table 2 Selected Material Dimensions and Factors of Safety Item Shape and Dimensions Material Yield Strength (ksi) Design Stress (lb/in2) Actual Stress (lb/in2) Factor of Safety Side Beams Channel 2x1x0.13 Al 6061-T Axle Beam Channel 5x2.25x0.15 Al 6061-T Tongue Tube 2x2x0.083 A36 Steel Tongue Attachment Angle 2x1.5x1/8 A36 Steel COMPONENT SELECTION Purchased components of this trailer were selected based on minimum required safety equipment from state laws [15], rated capacities, and specifications in no particular order. Major components selected are listed in table 3 including their specifications and selection criteria. A full list of components and materials can be seen Appendix K. The two most critical and expensive components of this design are the torsion axles and the toolbox. The torsion axles reduce shock and instability versus standard leaf spring suspensions and in this case are height adjustable so that the center of gravity of the trailer can be lowered and dimensions reduced by keeping its height low. The toolbox is a major driving factor in the width of the bed of the trailer and is appropriately sized to carry most other equipment. These components also helped achieve other product objectives as listed in that section of this report. Table 3 Major Components Selected Item Specifications Selection Criteria axle bolts Std. hex, grade 5, zinc plated 5/16-24, 1"L Mfg. recommended, corrosion resistance frame bolts Std. hex, fully thrd., grade 5, zinc plated 1/4-20, 5/8"L Size, Capacity, corrosion resistance floor rivets 1/8" zinc plated steel Size, Capacity, corrosion resistance torsion axle w/ hubs 550lb. w/ Adjustable Arms Capacity, Smoother Ride, Reduced Shock wheel and tire assemblies Galvanized 8" Wheel, 16.1" Diameter, 590lb per Wheel Size, Capacity coupler 2" Class 1, Plated Size, Capacity safety chains Class 1 w/ S-hooks Size, Capacity chain loop Class 1, weld-on Size, Capacity LED lights and harness LED, Tail lights, Brake Lights, Rear Side Markers, Harness State Regulations toolbox Aluminum threadplate 24L"x19.5H"x17.25W" Dimensions rachet straps/tie downs 6ft long, 1" wide Working Load 11

17 Multi-Use Utility Trailer for the Weekend Racer Jose Buono FABRICATION AND ASSEMBLY The fabrication and assembly phase of this project consisted of a total of seven weeks. A week usually consisted of three, six-to-eight hour workdays. Various design for manufacturing (DFM) and design for assembly (DFA) techniques were employed during the design process to reduce labor time and facilitate manufacturing without incurring large costs from specialized equipment or custom materials. Materials arrived or were purchased during the first week. The materials were standard shapes that are readily available from many vendors. Since the materials were purchased in small quantities, most were cut to size or approximate size by the vendor as seen in figure 14. This saved time during fabrication. Figure 14 Raw Materials Fabrication operations consisted of cutting, welding, and drilling with readily available tools. Minor cutting and trimming of materials was accomplished using a band saw or a cut-off saw. Welding of steel tongue and tongue attachment was accomplished using a MIG welder. This welding process is not as clean and pretty as TIG but it is much faster and with practice can produce an attractive weld. MIG welders are also more economical to purchase and operate. Only a couple of additional minutes were needed to tap or bush of small spatter spots and once painted this is a non-issue. Results can be seen in figure 15. Figure 15 Welded Tongue Attachment 12

18 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Drilling of holes on the material was accomplished using a simple drill press and an indexed crossvise. To reduce time, drilling of same size holes was completed at the same time before changing over to a different size drill. There were only four different size holes and drills were easily changed when needed from the chuck in the drill. The indexed cross-vise allowed for movement of the part without frequent clamping and unclamping of the part and also for accurate placement of the part for various holes by counting turns and reading the index wheels. Care was taken to take out backlash in the cross-vise which resulted in accurate holes and no need to repeat operations or wasted material. Assembly of this product only required simple fastening of individual components, fabricated or purchased. Only three sizes of bolts and two sizes of rivets were needed to fasten the trailer together using a socket set, an adjustable crescent wrench, and a hand riveter. Figure 16 shows a sample of the results of these operations. Figure 16 Drilled and Fastened Components The following figures illustrate various stages of the manufacturing process of this trailer from the simple ladder frame with suspension and wheels, the addition of components, and finally the addition of cargo restrains, safety equipment, and cargo in order to test this product. Figure 17 Frame and Axle Figure 18 - Completed Frame Figure 19 - Fully Equipped Trailer 13

19 Multi-Use Utility Trailer for the Weekend Racer Jose Buono TESTING AND PROOF OF DESIGN Testing methods for this trailer were both static and dynamic. Initial static testing was accomplished by standing on the trailer at different points of the bed and tongue to check for abnormal deflections while standing still or while simulating cargo movement up and down or laterally. Dynamic testing was accomplished by first driving the trailer in a parking lot and making rapid maneuvers, acceleration, braking, and checking for ground clearance pulling in and out of the lot. After that, a permit was obtained to legally drive the trailer on public roads, get it weighed, and registered. More testing was then completed. During the static testing phase, it was discovered that there was excessive deflection from the tongue connection area of the trailer. It was observed that the deflection was due to a weak point in the second supporting member for the tongue were there was a cutout to allow for the tongue to be stored completely parallel to the bed once removed. This resulted in a slight modification of the tongue and tongue attachment. The long tongue acted as a large lever arm and it reacted with a large force on the second member where it is pinned to the support. The reacting lever arm to the long lever arm was the part of the tongue that was pinned to the tongue attachment or more precisely, the distance from the first pin (pivot point) to the second pin (reaction force). In order to reduce this reflection, the tongue attachment was made more rigid by connecting one support to the other, by omitting the cutout on the second support, and by increasing the length of the reacting lever arm and shortening the large lever arm. Rather than make a new tongue, a new pivot point hole was made on the tongue that effectively reduced the long arm by 3 inches and increased the reaction arm length by the same 3 inches. This cut the reaction force on the second attachment member by almost half from 527 lbs. to 272 lbs. These modifications resulted in a connection with little deflection. Figure 20 illustrates the old design and figure 21 the new design. Notice that while this design uses more material, it reduced the amount of individual components before welding from six components to four and this saved manufacturing time in the second design as well as adding the above mentioned rigidity between the two members. Figure 20 Original Design Figure 21 - New Design Once this issue was quickly and efficiently resolved, the trailer was loaded with gear and ready for dynamic testing. The trailer was driven approximately 40 city and highway miles to the weight station with no problems. The trailer was very stable, had no noticeable effects of the vehicle, and at times it was actually easy to forget it was back there unless one was looking in the rearview mirror. The resulting dry weight of the trailer was 120 lbs. This plus the gear resulted in a total weight of 240 to 280 lbs. Tongue weight was about 60 lbs which is below the hitch capacity on a small vehicle of 100 lbs. The result is a tongue weight of 20 to 25 % which is well above the required 10 % for stability and at only 60 lbs. it confirms that it should not have any adverse effects on a 2000 lb 14

20 Multi-Use Utility Trailer for the Weekend Racer Jose Buono vehicle. The trailer had an additional 170 miles of so of driving on various roads. Welds were visually inspected for cracks before paint. The frame and tongue were also visually inspected for deformation as well. No evidence of damage was found. To measure to what extent this project was a success, proof is necessary that this product includes product features deemed important by customers and that it operates in the manner which was described in the design phase of the project. These were met as follows: Ease of Storage The trailer can be moved from trailer mode to storage in under ten minutes by a single user and is capable of being store in a floor area of approximately 3 feet by 2.5 feet. Guidelines used to justify single user operation were gathered from the Ohio Bureau of Workers Compensation. [16] These guidelines are for repetitive movements in a place of employment but serve as what they are, guidelines. From the site, a person with a healthy back, with waist rotation under 30 degrees, keeping the load within 12 inches of the body, can lift approximately 40 lbs from knee level, 70 lbs from waist level, and 35 lbs from shoulder level. This would be at low risk for repeated activity. The range of motion for lifting this trailer would include those positions but it is not a repeated activity. The user picks up the trailer from approximately knee level and would have to lift 60lbs. This would then change to waist level where the load is still 60 lbs. After this point the back of the trailer starts hitting the ground and the weight is increasingly shifted to the floor until the trailer is completely upright. While it seems like this would be slightly heavy from a knee level start, again, it is not a repeated motion and not a great difference in weight, so it is appropriate for lifting and deemed acceptable for operation by a single user. The steps to transform the trailer vary depending on the ceiling height. If the ceiling height is more than 8 feet, then the user simply disconnects the trailer from the vehicle, moves it to the desired location, lifts it to upright position, and then slides it in to place for a total of 4 steps. If the ceiling height is below 8 feet then the user would have to disconnect it from the vehicle outside the garage, lift it to upright position, reposition the tongue to storage mode, bring it back down to transportation mode, move it to desired location, lift it again to upright position, and then slide it into place. This would require seven steps. This is more than the intended 5 steps or less but does not seem unreasonable. More careful thought could be given to a future design to reduce number of steps. High Speed Stability The trailer has a low center of gravity design. This trailer also follows other criteria for trailer stability such as a longer distance between axle and coupler that reduces lateral effects of tongue weight on back of tow vehicle, less rear overhang to influence trailer movements, and a tongue weight above 10 % which ensures that the center of gravity is ahead of the axle and reduces the chance for trailer sway. Multiple positions for the trailer axle were deemed unnecessary due to small tongue weight, would increase manufacturing costs, and additional holes on frame would cause a stress concentration and weakness in the frame. Testing of the trailer confirmed the trailer s high speed stability. Access to Equipment While in Storage The trailer s toolbox can be opened both in the transportation and storage modes of the trailer and due to the trailers low height, it is very easy to reach its contents. Figure 22 illustrates this functionality. 15

21 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Figure 22 Trailer in Storage Mode Durability Trailer is made of aluminum that is corrosion resistant and painted steel. Durable LED lighting does not require bulb replacement and is waterproof and shock resistant. All wiring is has soldered connections and is shielded in split flex tubing or routed in frame members for protection. Versatility The trailer can carry at least 4 tire and wheel assemblies of various sizes and toolbox will hold all necessary equipment. Tire fixturing is manually adjustable due to the use of a ratchet strap. The use of the toolbox was deemed necessary to add rigidity to the ladder style frame as it adds additional bracing and members in a 3 rd dimension. Cargo bed is only 4 feet by 2 feet instead of 5.5 feet by 2 feet but toolbox can still be used to transport smaller items. Surface is still appropriate to carry items such as a push mower, bags of mulch, or even furniture that may not fit in a small sports car. Cost DFA and DFM techniques were considered during the design of this product and standard off-theshelf components were used as much as possible to reduce costs. The target selling price of this trailer was a bit optimistic but recommendations to achieve this are given in the Conclusion and Recommendations section of this report. Ease of Maintenance This trailer requires little maintenance. Bearing buddies were not used as this would have increased the cost of the trailer and in hindsight, greasing of the bearings may only be necessary once a year for this trailer. Standard of the shelf components are durable but can be easily replaced should they wear or break with a simple bolt off / bolt on operation. Again, LED lighting does not require replacement of bulbs and is very durable. 16

22 Multi-Use Utility Trailer for the Weekend Racer Jose Buono Safety This trailer includes all necessary equipment to be driven in public roads within the United States. Safety equipment is rated at Class 1 or greater. Appearance Product offers an alternative configuration to standard utility trailers and uses modern LED lighting. Figure 23 illustrates the resulting product. Reduced Noise While Towing Figure 23 Finished Trailer Loaded trailer has a smooth ride and absorbs bumps well with its rubber torsion suspension. Trailer was not very noticeable unless one was looking through rear view mirror while towing. 17

23 Multi-Use Utility Trailer for the Weekend Racer Jose Buono PROJECT MANAGEMENT In theory, the key to success in any project is to stick to a well detailed plan and stay on schedule. The reality is that some things are out of one s control or situations may lead to delays. During the design phase of the project delays were encountered during the design of the tongue and tongue attachment. The design of the tongue required some tubing bends that seemed reasonable from available literature but it was difficult to find someone that could make the bends. The tongue attachment would have been very simple if a standard 2 inch receiver had been used to slide the tongue into and hold with the already available receiver pin hole. The problem was that it was difficult to find a 2 inch by 2 inch tube of the necessary thickness and with rounded rather than square corners that would easily slide into the standard receiver. All this research was time consuming and in the end it was scraped in favor of a fabricated connection. During the build phase, the tongue attachment was again a bottleneck. Some unforeseen deflection required quick thinking and slight modification of this item. While these items caused temporary delays, other operations in the design and fabrication time allowed the project to be back on schedule and to for critical deadlines to be met on time. See Appendix L for schedule details. Note that the color coding is there to break up the phases of the project and add a racing inspired theme but it is does not have specific meaning. The budget for this project started with an estimation of material costs based on rough calculation of size of frame and off-the-shelf components needed. The initial estimated cost of $1820 was almost reduced in half mainly due to proper selection of materials after calculations. Other components remained relatively constant. See table 4 below for a comparison of the forecasted and actual amounts and Appendix K for a detailed bill of materials. Table 4 Proposed vs. Actual Budget Budget Materials and Components Forecasted Amount Change Actual Amount Frame material $ 1, > $ Floor material $ > $ Tool box $ < $ Trailer kit (axle, tires, suspension, ball coupler) $ < $ Lighting (tail lights, side markers, wiring harness) $ > $ Total $ 1, > $

24 Multi-Use Utility Trailer for the Weekend Racer Jose Buono CONCLUSION AND RECOMMENDATIONS The result of this design project is a utility trailer for the Weekend Racer that is very functional when in use and very compact and organized when stored. It incorporates many of the features of products on the market and improves on many flaws. These goals were accomplished by thorough research, brainstorming, a methodic approach of design, and project management. A lesson that was learned during this project is that it is just as important to know how to effectively fix a design problem as it is to design it. Prototypes and testing are critical parts of the product development process. There is an expression that goes, hindsight is 20/20. Every product can probably be improved in one way or another. This includes this product. The target retail price for this product was $500. The bill of materials has a total of approximately $950. While this is a prototype it would be difficult to bring the cost of this product to the target retail price through bulk purchase of components and volume production, especially since this product has a small target audience and would likely be produced in small quantity batches. However, this target is not out of reach. The use of less / less costly materials such as in the use of a welded steel frame with an expanded metal floor would reduce cost of materials and fasteners. Another critical part of this product is the toolbox as its dimensions drive the width dimension of the frame and it is a costly item. The use of a molded plastic toolbox of the same dimensions would be just as strong, possibly more durable, and about half the cost. The problem is that while they are available in Europe, they do not seem to be imported to the US. This could change by making the right contact overseas or an importer. The documentation of this process serves as a concise technical report, demonstrating practical application of engineering techniques and product development that is necessary to create a functional and safe product for the end user. Pictured in figure 24 is a potential marketing visual aid illustrating this products functionality and ease of use. Figure 24 Marketing Visual Aid 19

25 Multi-Use Utility Trailer for the Weekend Racer Jose Buono REFERENCES 1 Haul Master Mini Utility Trailer, 860lb capacity, [Online Catalog], [Cited 10/1/06], Available HTTP: 2 Haul Master Foldable 48 x96 Utility Trailer, 990lb capacity, [Online Catalog], [Cited 10/1/06], Available HTTP: 3 Worthington Aluminum - WU468 Flatbed/Tilt, [Online Products Page], [Cited 10/1/06], Available HTTP: 4 Meinen, Doug, Autocross Trailer Project, [Online Document], January 2003, [Cited 10/1/06], Available HTTP: 5 Mueller, Rainer, Autocross Trailer For Your Miata or Other Small Car, [Online Document], 1998, [Cited 10/1/06], Available HTTP: 6 Trailex Tire Toter, [Online Site], [Cited 11/6/06], Available HTTP: 7 Super Sport Trailer, [Online Site], [Cited 12/26/06], Available HTTP: 8 Smith, M.M., Trailers: How to Design and Build - Basics, Volume 1, Seventh Printing, Techni- Visions, Downey, California, Smith, M.M., Trailers: How to Buy and Evaluate, Second Printing, Techni-Visions, Downey, California, Smith, M.M., Trailers: How to Design and Build - Structure, Volume 2, Third Printing, Techni- Visions, Downey, California, Williams, G.R., Weld Stress Analysis Training, GE Training Document, 1/25/ Code of Federal Regulations, Title 49, [Available Online], [Cited 1/11/2007], Available HTTP: 13 Mott, Robert L., Applied Strength of Materials, 4th edition Prentice Hall Inc., Edgewood Cliffs, N.J., Machinery s Handbook, 26th edition, Industrial Press Inc., N.Y., Ohio Traffic Rules, [Available Online], [Cited 2/16/2007], Available HTTP: 16 Division of Safety & Hygiene - Lifting guidelines, [Available Online], [Cited 6/3/07], Available HTTP: 20

26 APPENDIX A PRELIMINARY RESEARCH AND FEATURES 10/1/06 Automotive, Trailers, Haul Master Mini Utility Trailer, 860lb capacity. Harborfreight.com 860 LB. CAPACITY 40" x 49" MINI UTILITY TRAILER WITH 8" WHEELS AND TIRES Simply add your own 40'' x 48'' plywood decking. Heavy duty steel construction with baked enamel finish. Easy to assemble with household tools. Complete with DOT certified tail, turn, and side running lights Steel frame has built-in slots for stake siding Includes coupler assembly with safety chains and 1-7/8'' ball hitch receiver 4.80'' x 8'' I.D. tires (spare tire sold separately) Weight: 130 lbs. ITEM VGA $ $ Economical Weight heavy Compact Large Foot Print Small Wheels Aesthetics - Ugly A1

27 10/1/06 Automotive, Trailers, Haul Master Foldable 48 x96 Utility Trailer, 990lb capacity. H b f ih 990 LB. CAPACITY FOLDABLE 48" x 96" UTILITY TRAILER WITH 8'' WHEELS AND TIRES Ideal for use with almost any vehicle. Large 48" x 96" bed will easily carry a payload up to 990 lbs. Simply add your own plywood decking. Heavy duty steel construction with baked enamel finish. Easy to assemble with household tools. Bed tilts all the way to the ground for easy loading Stores in a space 5 ft.3" W x 2ft. D Complete with DOT certified tail, turn, and side running lights Steel frame has built-in slots for stake siding Includes coupler assembly with safety chains and 1-7/8'' ball hitch receiver 4.80" x 8" ID tires (spare tire sold separately) Stake sides not included Weight: 221 lbs. ITEM VGA $ $ Less economical Folding Must remove cargo to fold Too large Heavy A2

28 10/1/06 Trailers, Utility, Small Utility Trailers, Worthington Aluminum - WU468 Flatbed/Tilt. cttrailers.com Worthington Aluminum - WU468 Flatbed/Tilt Popular Options - Standard Equipment - Popular Options - Popular Model Specifications Tongue jack with wheel 1000# CAP LED lights D-rings Plank floor Aluminum Floor 16" wooden side kit 16" aluminum side kit Aluminum fenders A-Frame Tilt tongue Drop ramp gate (non-tilt) with A-frame tongue Tie rail Aluminum wheel upgrade Spare tire & wheel Worthington Aluminum - WU468 Flatbed Utility Trailer More costly Light Weight Aesthetics Better More options Tilting not necessary Too large A3

29 10/1/06, Autocross Trailer Project Document Typical autocross utility trailer setup: Four tires Toolbox with equipment Parked in garage A4

30 10/1/06, Autocross Trailer For Your Miata or Other Small Car Another typical autocross setup. A5

31 11/6/06, Custom Items, Tire Toter. Trailex.com THIS LIGHTWEIGHT ALUMINUM TRAILER IS FOR THE WEEKEND RACER THAT DOES NOT WANT A FULL CAR TRAILER. IT IS 4' X 6' AND WEIGHS ONLY 250 LBS. AVAILABLE WITH 1 OR 2 TIRE RACKS EACH RACK HOLDS UP TO 4 WHEELS AND TIRES. YOU CAN ALSO BOLT YOUR OWN TOOL OR STORAGE BOX TO OUR TRAILER. COMES WITH LOCK TO PROTECT THE VALUABLE WHEELS. More costly ~$900+ Light Weight Aesthetics Better Includes lock Too large Does not come with box A6

32 12/26/06, Track Trailer, SS Trailer Design. sstrailers.com Frame built of 6061 Structural Aluminum Torsion Axles dramatically reduce bounce compared to leaf springs LED Lighting will last a lifetime 13" Alloy Wheels are lightweight and great looking High end radial trailer tires ensure great highway performance Zinc 2" coupler won't rust and will stay looking good Folding front wheel standard equipment Plastic coated safety cables easier to work with than chain Fenders and steps solid aluminum All Grade-5 hardware used in assembly No weld construction! 18X18X24 Heavy duty locking toolbox. Big enough to carry your jack, toolbag, spare parts, etc. Trailer stands up in 8' garage to store all your track gear in very compact space Trailer weighs under 190 lbs, allowing high speed travel in even low hp cars Wheels securely attach and lock from inside toolbox. Holds 4-6 wheels, even monster rubber Room left over to mount additional storage box, air system, cooler, grill, whatever! $1399 plus shipping from Ships standing up on 1 standard pallet. Clever design Compact when stored Light weight Expensive Oversized tires not necessary High center of gravity/narrow No access to toolbox in storage 8ft length A7

33 APPENDIX B SURVEY AND RESULTS Utility Trailer for Autocross/Trackday Use Customer Survey I am a senior at the University of Cincinnati studying Mechanical Engineering Technology. I would like to improve the utility trailer specifically for autocross/trackday use for my senior design project. Please take a few minutes to answer the following questions to help me with my design. What is important to you for the design of a new utility trailer? Please circle the appropriate answer. 1 = low importance 5 = high importance [Average] 1 Safety 1 [0] 2 [4] 3 [3] 4 [4] 5 [4] Durability 1 [0] 2 [0] 3 [2] 4 [8] 5 [5] Appearance 1 [5] 2 [6] 3 [1] 4 [0] 5 [3] Cost 1 [0] 2 [1] 3 [6] 4 [1] 5 [7] Versatility 1 [2] 2 [1] 3 [3] 4 [7] 5 [2] Ease of maintenance 1 [2] 2 [3] 3 [3] 4 [2] 5 [5] Ease of storage 1 [1] 2 [2] 3 [2] 4 [5] 5 [5] Access to equipment while in storage 1 [4] 2 [3] 3 [0] 4 [4] 5 [4] Reduced noise while towing 1 [4] 2 [7] 3 [3] 4 [1] 5 [0] High speed stability 1 [0] 2 [1] 3 [2] 4 [6] 5 [6] 4.13 Are you satisfied with the current available utility trailers? Please circle the appropriate answer. 1 = very unsatisfied 5 = very satisfied [Average] 1 Safety 1 [0] 2 [2] 3 [6] 4 [5] 5 [2] Durability 1 [2] 2 [2] 3 [5] 4 [5] 5 [1] Appearance 1 [4] 2 [2] 3 [2] 4 [2] 5 [5] Cost 1 [0] 2 [2] 3 [4] 4 [3] 5 [6] Versatility 1 [0] 2 [5] 3 [5] 4 [1] 5 [4] Ease of maintenance 1 [0] 2 [0] 3 [8] 4 [6] 5 [1] Ease of storage 1 [3] 2 [3] 3 [4] 4 [4] 5 [1] Access to equipment while in storage 1 [1] 2 [4] 3 [6] 4 [2] 5 [2] Reduced noise while towing 1 [0] 2 [3] 3 [6] 4 [4] 5 [2] High speed stability 1 [0] 2 [0] 3 [5] 4 [7] 5 [3] 3.87 Please list any comments: How much would you be willing to pay for this improved product? (please circle one) $100-$200 $200-$500 $500-$1000 More [1] [11] [3] [0] THANK YOU FOR YOUR TIME B1

34 APPENDIX C QFD 9 = Strong 3 = Moderate 1 = Weak no relation = blank Material Selection Back-up Devices Corrosion Resistance Wear Component Quality/Life Modern Equipment Selection Off-the-shelf Components Modular Design Multi-purpose Design Design Configuration Customer importance for new design Satisfaction with current trailers Planned trailer design Improvement ratio Sales points Improvement (Absolute weight) ratio Relative weight 1. Safety Durability Appearance Cost Versatility Ease of maintenance Ease of storage Access to equip. while in storage Reduced noise while towing High speed stability Absolute Importance Relative importance Trailer now on market Direction of movement X X X X X X X X X Target Value Units Appendix C1

35 APPENDIX D DRAWINGS Appendix D1

36 Appendix D2

37 Appendix D3

38 Appendix D4

39 Appendix D5

40 Appendix D6

41 Appendix D7

42 Appendix D8

43 APPENDIX E LOADING CONDITIONS Appendix E1

44 APPENDIX F SIDE BEAM AND TONGUE LOADING Appendix F1

45 APPENDIX G AXLE BEAM LOADING Appendix G1

46 APPENDIX H TONGUE ATTACHMENT CALCULATIONS Appendix H1

47 APPENDIX I TONGUE WELD CALCULATIONS Appendix I1

48 APPENDIX J MATERIAL SELECTION CALCULATIONS Appendix J1