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Design & Analysis of the Formula Student Trailer

Christos Kalavrytinos

BEng (Hons) Mechanical Engineering

Supervisor: Alan Pendry Student Number: KAL07416961 May 2011

Design & Analysis of the Formula Student Trailer

ABSTRACT
This project concerns the design and analysis of a lightweight enclosed trailer to be used for transporting the universitys Formula Student race cars. The main aim of this work is to achieve the most crucial design criteria: performance, weight, aesthetics and low-cost.

The methodology followed was based on a Quality Functional Deployment design process and proved fluid enough to adapt to sudden changes of specifications. The design approach helped in achieving the outcome of a functional product that satisfies the initial requirements.

More specifically, the trailer did not exceed the 750 kg laden weight limit or towing capacity of the universitys people carrier. The estimated weight of the whole trailer with its cover was approximately 670 kg.

A Finite Element Analysis was performed on the frame of the vehicle in order to ensure the performance characteristics were met. The results showed that the trailer was designed with a safety factor of 3.9. This factor was chosen due to the lack of theory to back the dynamics of towed vehicles.

Moreover, a dynamics analysis was not possible, as suspension specifications, such as stiffness and damping ratios, could not be obtained through research.

The manufacturing cost was also kept low, less than one sixth of the retail car trailers.

Design & Analysis of the Formula Student Trailer

ACKNOWLEDGEMENTS

I cannot thank my supervisor, Alan Pendry, enough, for his constant support and guidance during the development of this project. Moreover, I would like to express my gratitude to David Jones, whose experience in the automotive industry played a major role in the design of the trailer. Thanks, also, to workshop staff Martin Reeves and Steve Webb for their help concerning manufacturing and assembly, as well as, all the Formula Team members for their time and effort. Finally, I would like to thank my mother, my grandparents Dina and Christos, George Devouros and, last but not least, Madalena for their unconditional support.

Dedicated to my father who inspired me to become an engineer...

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CONTENTS
ABSTRACT ................................................................................................................................ I ACKNOWLEDGEMENTS .......................................................................................................... I CONTENTS ............................................................................................................................... II LIST OF FIGURES AND TABLES ........................................................................................... IV 1.0 INTRODUCTION ............................................................................................................. 1 1.1 PROBLEM DEFINITION ........................................................................................................ 1 1.2 SCOPE .............................................................................................................................. 1 1.3 RATIONALE ........................................................................................................................ 2 1.4 AIM ................................................................................................................................... 2 1.5 OBJECTIVES ...................................................................................................................... 2 2.0 REVIEW OF EXISTING KNOWLEDGE .............................................................................. 4 2.1 INTRODUCTION .................................................................................................................. 4 2.2 INITIAL LITERATURE REVIEW ............................................................................................... 4 2.3 DESIGN TOOLS .................................................................................................................. 4 2.3.1 Product Design Specifications (PDS) ...................................................................... 4 2.3.2 Computer Aided Design ........................................................................................... 7 2.3.3 Finite Element Analysis (FEA) ................................................................................. 7 2.4 VEHICLE DYNAMICS ........................................................................................................... 9 2.5 ROAD REGULATIONS ........................................................................................................ 10 2.5.1 Trailer Categories .................................................................................................. 10 2.5.2 Individual Vehicle Approval (IVA) .......................................................................... 11 2.6 MATERIALS ...................................................................................................................... 14 2.6.1 Trailer Frame ......................................................................................................... 14 2.6.2 Cover...................................................................................................................... 15 2.6.3 Floor ....................................................................................................................... 15 2.7 FACTOR OF SAFETY ......................................................................................................... 15 3.0 DESIGN CONSIDERATIONS ........................................................................................... 17 3.1 PERFORMANCE ................................................................................................................ 17 3.2 W EIGHT .......................................................................................................................... 18 3.3 COST .............................................................................................................................. 18 3.4 FUNCTIONALITY ............................................................................................................... 18 3.5 AESTHETICS .................................................................................................................... 18 3.6 MANUFACTURE ................................................................................................................ 18

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4.0 METHODOLOGY .............................................................................................................. 19 4.1 DESIGN PROCESS............................................................................................................ 20 4.2 PROBLEMS ENCOUNTERED............................................................................................... 20 5.0 CONCEPT DESIGNS ........................................................................................................ 21 5.1 CONCEPT 1 (LONG TRAILER) ............................................................................................. 21 5.2 CONCEPT 2 (COVER USED FOR STORAGE) ........................................................................ 22 5.3 CONCEPT 3 (AERODYNAMIC COVER) ................................................................................. 22 5.4 CONCEPT EVALUATION AND SELECTION .................................................................. 24 6.0 DESIGN DEVELOPEMENT .............................................................................................. 24 6.1 FRAME STRUCTURE ......................................................................................................... 24 6.2 SUSPENSION ................................................................................................................... 24 6.3 COVER ............................................................................................................................ 25 6.4 FLOOR ............................................................................................................................ 25 6.5 CAD MODELS .................................................................................................................. 25 7.0 FINITE ELEMENT ANALYSIS .......................................................................................... 28 7.1 INITIAL ATTEMPT .............................................................................................................. 28 7.2 BOUNDARY CONDITIONS ................................................................................................... 32 7.3 FEA WITH 2010 FORMULA ............................................................................................... 34 8.0 DISCUSSION .................................................................................................................... 37 8.1 FEA RESULTS ................................................................................................................. 37 8.2 W EIGHT .......................................................................................................................... 38 8.3 COST .............................................................................................................................. 38 9.0 CONCLUSIONS ................................................................................................................ 39 9.0 CONCLUSIONS ................................................................................................................ 39 10.0 RECOMMENDATIONS ................................................................................................... 40 LIST OF REFERENCES ......................................................................................................... 41 BIBLIOGRAPHY ..................................................................................................................... 42 APPENDIX: ................................................................... ERROR! BOOKMARK NOT DEFINED.

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Design & Analysis of the Formula Student Trailer LIST OF FIGURES AND TABLES
Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12 Fig. 13 Fig. 14 Fig. 15 Fig. 16 Fig. 17 Fig. 18 Fig. 19 Fig. 20 Fig. 21 Fig. 22 Fig. 23 Fig. 24 Fig. 25 Fig. 26 Fig. 27 The Caterham 7 classic Finite element mesh Example of ANSYS analysis Simplified model of vehicle IVA process flowchart Complete Design Process Long trailer with tyre rack Concept with storage on cover Aerodynamic concept a/b Rubber torsional axle Trailer Frame Cover sub-frame Frame and cover assembly Detail of coupling and jockey Detail of axle and hub Imprint faces Contact regions (bonded) Default Mesh Forces and constrains setup Stress results Strain results Deformation results 2010 formula setup 2010 formula stress results 2010 formula strain results Deformation results Safety actor achieved 5 8 9 10 13 22 23 24 25 26 27 28 28 29 29 30 32 32 33 34 34 35 36 36 37 37 38

Table 1 Table 2 Table 3 Table 4 Table 5

Trailer Categories for IVA IVA technical requirements 1 IVA technical requirements 2 Material Properties Cost

12 14 15 31 39

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1.0 INTRODUCTION
The subject of this project is the Design Process and Analysis of an enclosed trailer for the 2010 and 2011 Formula Student vehicles of Birmingham City University.

1.1 Problem Definition


As this project is being developed, the Formula team use a trailer designed for normal cars. However, the total weight of the trailer loaded with the race car exceeds the towing capacity of the universitys people carrier vehicle and does not provide room for extra tyres and tools.

The reason for this project development is the need of a lightweight trailer that can accommodate the Formula Student race cars along with spare tyres and tool equipment. The trailer will be used to transport the race cars to competition events such as the Formula Student events held in the Silverstone race track.

The trailer had to be designed within the constraints of cost, materials, parts availability, manufacturability in the TEE faculty and weight. In addition, emphasis was given to the aesthetics of the trailer as it could be used to advertise the Formula Team.

1.2 Scope
The project involved the design of the trailer frame, floor and enclosure cover and was focused on the following areas:

Use of Quality Function Development to develop concept designs.

The design of the basic frame structure at the specified dimensions using Computer Aided Design (CAD) software.

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The design of the cover and access points using CAD software. Performing a Static Structural Finite Element Analysis (FEA) using Ansys in order to predict stresses.

1.3 Rationale
The project was undertaken in order to support the BCU Formula Team by providing a practical solution to the problem of the race car transportation. Furthermore, to broaden the design and manufacture knowledge of the author and improve his design and FEA skills.

1.4 Aim
Therefore, the aim of the project was to design and analyse the Formula Student race care trailer and achieve a safe, functional, practical and low cost solution to the transportation and tyre storage problem.

1.5 Objectives
So as to successfully achieve the aim of the design project, the following objectives have to be met:

Review existing knowledge on trailer types, road regulations and suspension systems.

Implementation of a design process that includes concept generation, evaluation, selection and development.

Analysis of strength performance of the selected design by means of Finite Element Analysis.

Determination

of

acceptable

safety

factors

and

application

of

corrections/improvements to the design.

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Production of 3-dimensional solid CAD models of the main components of the trailer (i.e. frame, cover, suspension) as well as detailed production drawings of the main parts.

Selection of materials and standard parts to be used, in order for a cost analysis to be carried out.

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Design & Analysis of the Formula Student Trailer

2.0 REVIEW OF EXISTING KNOWLEDGE

2.1 Introduction
One of the most important aspects of this project is the design process undertaken in order to develop a trailer that satisfies several basic design specifications. In this section, the different approaches to a design process, and tools used during it, are reviewed. Moreover, it covers the standards (e.g. road regulations) which the trailer must comply with as well as environmental issues (e.g. recycling). Furthermore, the stress factor selection is analysed.

2.2 Initial Literature Review


An extensive research for literature concerning car trailers was carried out but no books or journals concerning their design could be found. Several books and technical details on online mechanics forums relative to the statics and dynamics of towed vehicles exist but they are mainly focused on commercial vehicles such as trucks and busses. Since their structures are far more complex than car trailers, due to the fact that they can facilitate modifications, they cannot be directly compared to small car trailers. An effort has been made to locate accurate sources of material to be used in the development of the design.

2.3 Design tools


2.3.1 Product Design Specifications (PDS) There are many ways to design any product that can be thought of. However, all design processes begin with the definition of the problem and the boundaries/ constraints that limit the designer. Because the design process of many products is iterative, the Product Design Specification should not be defined and finalised before Christos Kalavrytinos Page 4

Design & Analysis of the Formula Student Trailer


the start of the design process, even though that would be the perfect scenario. An effort must be made in order to define the most basic requirements of a PDS document early in the design process. The most important specifications of a product can be divided into criteria under which the PDS document is formed. Some of these are stated bellow:

Aesthetics

Some products need not be designed with aesthetics in mind, as their

structure might not be visible to the user. A common vehicle steering assembly, for example, is developed with functionality as a basis and since it cannot be seen from the exterior of a car the way it looks (i.e. colour, shape etc.) is not important. However, in the case of the Caterham illustrated in Fig. 1, the steering assembly is clearly visible therefore more care has been taken to produce an aesthetically pleasing product.

Fig 1, The Caterham 7 classic

Ergonomics The physical abilities and characteristics of the users of products must also be taken into consideration during the design process. The interface between the person and the product must be comfortable and functional without requiring much effort or inducing a danger of health. Anthropometrics is a basic tool of ergonomics and it ensures a comfortable operating environment for the majority of users.

Environmental conditions In other words, the operating environment of the product which varies with factors such as temperature range, humidity and acidity. For Christos Kalavrytinos Page 5

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example, if a product is to be exposed to the natural elements, it must be designed to withstand certain conditions (e.g. rain, heat etc.) which differ for each country.

Functions They can be categorised as mechanical, electrical, thermal, chemical etc. Products can have a main function, such as, drying the clothes for the dryer, and maybe even a secondary such as sanitising clothes.

Reliability According to Clausing D. (1998), this is the number of times a product can be used before its performance starts to degrade. However, Hurst K. (1999) goes further to define reliability as the required design life and time between failures or need for maintenance. A number of operating cycles is determined, most of the times by past experience, and an acceptable amount of random failures or operation halts is specified within that lifecycle. Hursts theory gives a better and more precise understanding to the factor of reliability which is directly linked with fabrication and maintenance.

Quality Over the past decades, many companies have invested in following a robust design strategy by focusing on partially achieving most specified requirements instead of successfully accomplishing only a few. (Clausing D., 1998)

Loads It is a very important factor in the design of vehicles. They can be divided into primary and secondary. Loads acting on a structure which result from the use of the product to provide its main function are called primary loads. In the case of the Formula Team trailer, the primary load derives from the race car being transported. Secondary loads can be from the operating environment (e.g. heat), vibration induced, shocks etc.

Weight It can play a major role in the design process and is directly linked to material properties. A lightweight trailer design, which does not sacrifice safety and reliability, can have a positive impact in fuel consumption, ease of use (i.e. attaching to hitch) and maximum allowed load capacity. Ex-Works Cost The production cost of the product (Hurst K., 1999). Put differently, the total cost of the product before it leaves the manufacturer. This value of cost is to be used by the designer in the Product Design Specification document. Christos Kalavrytinos Page 6

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Materials Specification of the materials used for a product and, if applicable, its packaging. Hardness, weight, corrosion resistance, recyclability, flammability, availability and cost, are the main criteria considered during the material selection phase.

Assembly This part of the PDS document comments on the method of assembly of the product such as manual, automatic, use of machines etc.

Standards There is a regulation for how most products are manufactured, be it company, national or international standards and regulations. They should be included in the PDS document.

Maintenance Ease of maintenance, reassembly, interchangeable parts and tools needed should be specified.

2.3.2 Computer Aided Design Computer Aided Design software, are tools used for producing 2 and 3-dimensional models of various parts and components. Nowadays, the most common applications of CAD software are creating 3-dimensional solid models of parts and assemblies which can be used for concept creation and visualisation purposes as well as for producing detailed drawings for manufacturing. In this project, Catia is used in order to create solid models of the main trailer components as well as for drawings production. An important feature of CAD software is that when a model is modified, the whole assembly is updated. Moreover, the solid models can be then transferred to other software in order to be analysed using different methods.

2.3.3 Finite Element Analysis (FEA) Finite Element Analysis is a mathematical approach of calculating how components react under stress. Especially when the geometry of a component or assembly is too complex for use of hand calculation or when testing a component until destruction proves expensive, digital FEA software is used. The most well known FEA packages are NASTRAN (NASA Structural Analysis) and ANSYS (Analysis System). They can be used to simulate component testing for static, dynamic, thermal and other types of Christos Kalavrytinos Page 7

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analyses. A solid model of the component is either created in the FEA software or the geometry is imported from CAD software. The material properties are then specified along with the testing conditions (e.g. forces, constraints etc.) The solid model is then divided in three-dimensional elements consisting of nodes. The mesh is refined at the points of geometry where more accurate results of stress, strain or deformation are required. The mesh of the top part of a mechanic car jack is illustrated in Fig. 2; note the refined mesh density near the holes.

Fig. 2, Finite element mesh

The analysis can be performed in order to obtain values for stress, elastic strain and directional or total deformation. Maximum values or values at specific points can be acquired. Figure 3 illustrates the results of a static structural analysis on the car jack component mentioned earlier. The colour distribution represents the low and high stress points on the component. Software such as ANSYS can be used to predict stress in a component in order for improvements to be devised to the original design and also help to achieve a required factor of safety. An effort should be made to validate the results with hand calculations or, if the component exists in reality, performing experimental test (i.e. strain gauge tests).

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Fig. 3, Example of ANSYS analysis

2.4 Vehicle Dynamics


According to Beermann H. J. (1986), all vehicles, during their use, are subjected to both static and dynamic loads. The vehicle structure is designed to withstand certain stresses. These stresses are limited by the strength of the structure and the design life of the vehicle. The internal loads in the structural elements of the vehicle can be found by performing a static analysis to show how the chassis react to different loading conditions such as bending moments, normal loads, torque etc. Static load cases suitable for static analysis can be:

Static load of stationary vehicle Braking Acceleration Cornering Torsion Maximum load on front axle Maximum load on rear axle Asymmetrical longitudinal loads from unequal adhesion of the right and left hand wheel tracks under braking (Beermann H. J., 1986)

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A dynamic analysis of a vehicle can also be performed if the characteristics of the suspension system used are known. A simplified model of the vehicle consisting of a mass-spring-damper system, illustrated in Fig. 4, can be devised in order to perform the analysis using values for spring stiffness, damping ratio and mass.

The reactions of the vehicle under cornering, braking, accelerating and travelling over rough road (e.g. bumps) can be analysed.

Fig. 4, Simplified model of vehicle

2.5 Road regulations


2.5.1 Trailer Categories According to the Department of Transport, trailers are divided into 3 categories according to their laden weigh (fully loaded). If a trailer does not exceed a laden weight of 750 kilograms it falls under category O1 and no brakes are required.

If the gross weight of the towing vehicle is 3.5 tonnes or less, then the maximum permissible width and length are 2.55 metres and 7 metres respectively. In both cases the overall length of the towing vehicle and trailer must not exceed either 18m or 18.75m depending on the type of towing vehicle.

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Braking requirements are prescribed in Regulations 15 and 16 of The Road Vehicles (Construction & Use) Regulations 1986 as amended and essentially require a trailer with a maximum design laden weight of more 750 kg to be braked and allow an inertia (overrun) type braking system to be used up to a maximum permissible laden weight of 3500kg. (http://webarchive.nationalarchives.gov.uk, Accessed on 24/11/10)

The requirements for trailer lighting can be found in The Road Vehicles Lighting Regulations 1989 as amended with a reference number of SI 1989 No. 1796.

2.5.2 Individual Vehicle Approval (IVA) The Individual Vehicle Approval (IVA) is a UK national approval scheme and pre-use inspection for motor vehicles and trailers imported, assembled or manufactured in very small numbers or as individual vehicles. Every vehicle has to be inspected by an examiner at an approved site, either by the Vehicle and Operator Services Agency (VOSA) in Great Britain or by the Driver Vehicle Agency in Northern Ireland.

The IVA scheme checks that vehicles have been designed and constructed to modern safety and environmental standards, based broadly on the European Community requirements that apply to European mass-produced vehicles. Once a vehicle passes an IVA inspection, the examiner issues an Individual Approval Certificate which, for most motor vehicles involved in the scheme, is then used to register the vehicle with the Driver and Vehicle Licensing Agency. (http://www.dft.gov.uk, Accessed on 28/11/10)

This kind of approval is needed for a trailer manufactured in the university workshop. Since it is only one vehicle, it needs to comply with the IVA regulations for trailers in category O1. Trailer categories are shown in Table 1. Figure 5 illustrates the IVA application flowchart. (http://www.dft.gov.uk, Accessed on 28/11/10). The department of transport states that the trailer can be legally towed to an IVA station in order to be tested and therefore there is no need for transportation. Moreover, Tables 2 and 3 show the technical requirements of each trailer category. Note that the project is concerned with an O1 category trailer.

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Table 1, Trailer Categories for IVA

Fig. 5, IVA process flowchart

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Table 2, IVA technical requirements 1

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Table 3, IVA technical requirements 2

(http://www.businesslink.gov.uk/, Accessed on 28/11/10)

2.6 Materials
During the development of the project, several materials for fabricating the main components of the trailer, such as the frame and cover, have been considered. The differences between the material properties and construction elements are analysed below. 2.6.1 Trailer Frame The frame of the trailer is the most important component of the assembly as it carries the static and dynamic loads and serves as the basis of the structure. All secondary components are attached to it so simple designs consisting of hollow section metal beams have been considered. The beams should be as strong and light as possible, while retaining a low cost and volume to allow for a compact frame.

Aluminium is well known for its lightness and elasticity compared to carbon steel. However, in order to achieve the required load capacity, a bigger cross sectional area of beam is needed. Additionally, aluminium is generally more expensive than steel and requires a surface treatment, such as iodisation or paint to reduce corrosion. Therefore, the weight advantage is a trade-off with a resulting high price and increased frame dimensions.

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Thus, square hollow section carbon steel sections were chosen as they are widely available, low-cost, stronger than aluminium and easier to weld. Cold formed steel sections according to BS EN 10219-2:2006 are used in the design of the trailer. They exhibit a 235 MPa minimum yield strength limit, a value used in the ANSYS FEA simulation. 2.6.2 Cover The design of an enclosed trailer requires the use of a type of cover which needs to be light but durable enough to withstand wind loads. Initially, a Glass-Reinforced Plastic (GRP, a.k.a. fibreglass) cover was considered as it exhibits low weight with increased strength but requires a mold, a hollowed-out block, to be filled with the fibreglass fabrics and epoxy resin and cured until it strengthens. Fabricating the mold is a time consuming process that requires skill in sculpturing foam to create the required surfaces. Custom made mold at the size of the trailer cover can be very expensive and cannot be made in the university workshop.

As a result, an aluminium sub-frame with aluminium sheets riveted on was chosen as a cover design. The main reasons being ease of manufacturing in the workshop with existing equipment, low cost, availability of materials and manufacturing time. Interchangability of the sheet metals in case of damage is also a positive aspect of this approach. 2.6.3 Floor A strong track for where the wheels of the race car will travel on is needed. The material must be easy to attach to the frame and able to withstand static and dynamic loads as well as loading and unloading of the race car. Sheet metal is used in the trailer design as it is easy to weld on the frame and also acts as a structural element, increasing rigidity. The centre of the floor carries no significant load and for this reason a lighter and cheaper material such as plastic is considered.

2.7 Factor of Safety


When designing a component or structure, a maximum operating load is specified for use. However, there exist many standards, regulations and codes of practice that enforce the use of an extra margin in the safety before failure. Consider the design of a steel wire that carries a varying dynamic load. If the material withstands maximum Christos Kalavrytinos Page 15

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yield strength of 280 MPa, it means that if this stress is exceeded, the wire will start to plastically deform and if the stress is further increased, the ultimate tensile strength will be reached resulting in failure. Allowing for a safety factor in the wire design, provides assurance that the yield point will not be exceeded during normal use and that in an emergency, the tensile strength margin will be sufficient to avoid failure.

More specifically, applying a safety factor of 2 for the steel wire would result in a design load of 140 MPa. Often, the safety factor is misinterpreted as a components ability to withstand twice the design load. The relation between stress and design load is not always linear. Therefore, in order to calculate the safety factor of a component, the maximum strength (i.e. yield or tensile strength) is divided by the maximum load defined by its specifications under normal operation. According to Phelan R. M. (1970): ...the choice of an appropriate factor of safety is one of the most important decisions the designer must make. Since the penalty for choosing too small a factor of safety is obvious, the tendency is to make sure that the design is safe by using an arbitrarily large value and overdesigning the part.

Phelan also states that if a product is going to be unique or the number of products being manufactured is low, over-designing might result in a lower cost as well as being the safest solution. Large scale economics strategies followed by high volume manufacturers, can definitely benefit from a lower safety factor due to a decrease of material used.

When choosing a safety factor the following factors have to be considered:

Reliability of material supply ensuring an even quality of material throughout the structure or component.

Knowledge of loads acting on the component.

Dynamic and repetitive (i.e. cyclic) loads.

Margin for misuse, wear and degradation of performance (i.e. reliability).

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Endangered property or human life induced by failure.

(Phelan R. M., 1970)

A very complex dynamics analysis needs to be conducted in order to predict the loads that govern the maximum allowed stress on the trailer. The values of the dynamic forces should be used during the FEA and the fatigue stress on the structure should be also predicted due to cyclic loads.

However, the research on specifications of trailer suspension systems (e.g. stiffness, damping etc.) produced no useable results. Without these values, a dynamics analysis in software like MCS Automatic Dynamic Analysis of Mechanical Systems (ADAMS) is not possible.

Furthermore, the margin for misuse (e.g. incorrect loading and weight distribution of the trailer), uniqueness of the Formula race car and possible endangerment of property and human life in case of failure in the motorway, point in the implementation of a safety factor which is high relative to the automotive industry. Taking all the above into consideration, along with the fact of an innovative approach of FEA applications on trailer structures, the safety factor considered ranges from 3,5 to 4.

3.0 DESIGN CONSIDERATIONS


Performance, weight, and cost were considered as the primary design factors in order to succeed in providing a solution to the problem of the Formula race car transportation.

3.1 Performance
The most basic performance characteristics of the trailer have to do with the safe transportation of the race car from the university to race competitions. Moreover, protection of the vulnerable components of the race car (e.g. ignition module etc.) as well as extra wheel and toolbox accommodation are important features of the design. Christos Kalavrytinos Page 17

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3.2 Weight
The trailer category weight limit as well as the people carrier towing capacity, limit the weight to a maximum laden weight of 750 kilograms on the axle when the trailer is coupled to the a car. This allows for an extra 60-75 kg, since the load on the hitch is approximately 10% of the total weight of the trailer.

Reducing the weight, also results in improved fuel efficiency, ease of coupling, manual manoeuvring and loading of the trailer as well as reduced tyre wear.

3.3 Cost
So as to reduce the manufacturing cost of the trailer, several standard parts can be bought new or used. Components such as the coupling, lights, hinges and lifting gas struts, as well as the axle should be bought. The overall cost should be kept to a minimum.

3.4 Functionality
Both the 2010 and 2011, as well as, future Formula race cars should be able to fit in the trailer and allow space for extra wheels and toolboxes. In addition, allowing access for the loading and unloading of the race car at the back, as well as, side access for the driver and unloading of the tyres is very important. Fastening points to ensure the car and wheels are properly secured can also benefit the design. Maintaining a low trailer loading bed height, as well as, an adjustable angle wheel jockey in the front, reduce the length of the required ramps which are essential due to the low ground clearance of the race car.

3.5 Aesthetics
An aesthetically pleasing design can also act as advertisement for the Formula Team and the University. Care is taken to provide for flat surfaces on the cover so that the attachment of stickers with the university and sponsors logo will be easy.

3.6 Manufacture
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and fabrication time without the danger of assigning the fabrication of certain components to contractors.

4.0 METHODOLOGY
A specific design methodology for the design of a custom-built trailer does not exist. Thus, it can include multiple layers of iteration and refinement of the design instead of being clearly linear and sequential.

An efficient methodology that reduces time consuming changes of parameters is appropriate for this project. The spectrum of the design is wide, as it consists of a functional and qualitative output, constrained by physical factors (e.g. weight) as well as time cost and manufacturability issues. The lack of knowledge on the project topic, forces the use of a high safety factor along with quick FEA methods in order to achieve a robust outcome.

A PDS document was produced, so as to help focus the specifications and requirements that need to be met, which will help in supporting the Formula Team and ensuring a solution to the problem.

The design process was subsequently divided into two stages. During the first stage, several concepts were produced, evaluated and, finally, the best fit for the purpose was chosen. The second stage included the detailed development of the design, addressing emerging problems, and analysing the result.

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4.1 Design Process
The complete design process is illustrated in Fig. 6.

Fig. 6, Complete Design Process

4.2 Problems Encountered


Certain problems encountered during the design process must be mentioned. The first difficulty was the research for literature concerning towed vehicle design. Most trailer manufacturers base their designs on previous knowledge and proof testing. However, the process of designing a lightweight trailer from scratch was based on a high safety factor due to the lack of appropriate structural analysis.

In addition, a dynamics analysis could not be carried out as a result of the lack of suspension specifications. This lack greatly limits the ability to predict dynamic loads and therefore forces the implementation of a high safety factor.

Changes in the design of the 2011 Formula race car, such as the addition of aerodynamic radiator protectors between the front and back axle, also proved

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challenging to adapt to. The selection of the best concept was directly influenced by these changes.

5.0 Concept Designs


In this section, the three most important concepts produced during the project design process will be analysed. Hand sketches are used to demonstrate the shape and function of each concept.

5.1 Concept 1 (long trailer)


This first attempt at the design of the trailer, illustrated in Fig. 7, is the simplest approach to addressing the need for extra wheels accommodation. A tyre rack is located in the front, on which the wheels can be vertically stored. The advantage of this design is that there is no need to unload the wheels before unloading the race car. However, such a long configuration of the frame would result in increased weight, need for larger storage area of the trailer, decreased manoeuvrability and a not very attractive appearance.

Fig. 7, Long trailer with tyre rack

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5.2 Concept 2 (Cover used for storage)
The second design, as shown in Fig. 8, utilises the height clearance to the top of the cover in order to store wheels on the ceiling. The cover is hinged at the front of the frame and allows for lifting up of the whole module with the assistance of gas struts. The obvious advantage is the increased space on the floor which can be used for storing light spare parts (e.g. nose cone) and ease of access.

The use of a hinge at the front of the frame as well as a sub-frame to support the cover and spare wheels has a negative impact on weight as well as an increased centre of gravity. Moreover, this design is not versatile and could fail to accommodate future race cars without modifying the cover.

Fig. 8, Concept with storage on cover

5.3 Concept 3 (Aerodynamic cover)


The final concept, illustrated in Figures 9 and 10, is a more aerodynamic and aesthetically pleasing design. It can accommodate Formulas with maximum dimensions of 3.7 m, 1.7 m and 1.2m length, width and height accordingly. Moreover, tyres can be stored vertically or horizontally on the empty space of the floor and secured with fasteners. Access is provided by two wide side doors that open vertically with the help of gas struts and a back door for unloading the race car. This proved to be the shortest and lightest concept as well as the most versatile.

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Design & Analysis of the Formula Student Trailer

Fig. 9, Aerodynamic concept a

Fig. 9, Aerodynamic concept b

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Design & Analysis of the Formula Student Trailer 5.4 Concept evaluation and selection
Due to the last modifications of the 2011 Formula Student race car, the concept selection was biased in order for a design that is versatile enough to accommodate the changes in wheel storage space to be chosen.

6.0 DESIGN DEVELOPEMENT


6.1 Frame structure
The frame of the trailer has to be strong enough to withstand static and dynamic loads, cyclically applied (i.e. loading, unloading) and also to support the cover. Square hollow sections of cold formed steel were chosen even though the structural elements will need to be galvanised or painted in order to ensure corrosion resistance. Initial estimations of section size were made in order for the frame to be analysed in ANSYS. The size chosen was 40x60x3 mm. The cover was also designed, providing access to the tyres and tools. The axle has also been modelled to allow for visualisation and ANSYS FEA.

6.2 Suspension
The type of suspension used is an independent rubber torsion axle, illustrated in Fig. 11. The axle comprises of four rubber elements located inside a square section beam and two individual torsion bars on which the hubs are attached. The rubber absorbs the vibrations and acting as a damper. This axle provides a low trailer bed height, useful for easily loading and unloading the trailer in contrast with leaf-spring suspensions. The reason for that is that this axle can be directly mounted on the frame without leaving space for the leaf-springs. The braked axle can be custom made to the demands of the trailer dimensions, is rated for a maximum laden weight of 850 kg and weighs 62 kg.

(http://www.bpw.co.uk/, Accessed on 05/12/10)

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Design & Analysis of the Formula Student Trailer

Fig. 10, Rubber torsional axle

6.3 Cover
The cover of the trailer needs to be lightweight and easy to attach to the frame. Therefore, a sub-structure supports the cover and provides room for locks at each door to be attached. The material used for the sub-frame is 6mm thick aluminium braces on which the aluminium metal sheets that form the external surface are riveted. The result is a sporty look and a lightweight cover on which stickers to advertise the university and sponsors can be applied.

6.4 Floor
Two strips of sheet metal have been added at either side of the trailer where the wheels of the formula rest. In the middle, a low weight plastic or composite sheet, such as GRP, will be added in order to keep the weight to a minimum.

6.5 CAD models


Figure 11 illustrates the frame of the trailer; Fig. 12 shows the sub frame of the cover and the assembled frame, floor, axle and cover are shown in Fig. 13.

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Design & Analysis of the Formula Student Trailer

Fig. 11, Trailer Frame

Fig. 12, Cover sub-frame

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Design & Analysis of the Formula Student Trailer

Fig. 13, Frame and cover assembly

A detail of the coupling and wheel jockey can be seen in Fig. 14, and a detailed view of the axle and hub is shown in Fig. 15. The drawings of the main components can be found in the Appendix section.

Fig. 14, Detail of coupling and jockey Christos Kalavrytinos Page 27

Design & Analysis of the Formula Student Trailer

Fig. 15, Detail of axle and hub

7.0 Finite Element Analysis


In this section, an ANSYS static structural analysis will be performed on the trailer frame according to normal loading conditions. The safety factor will also be calculated.

7.1 Initial attempt


To begin the static structural analysis, the geometry of the frame, along with the side flooring and the axle, is imported to ANSYS Workbench as a STEP (.stp) file format. Then the Design Modeller is used to sketch and imprint the surfaces on which the car tyre load distribution as well as the spare wheel stacks. Figure 16, depicts the imprint faces on which the forces will be applied.

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Design & Analysis of the Formula Student Trailer

Fig. 16, Imprint faces

After the model has been imported, the material properties are defined as shown in Table 3. Figure 17, shows the connections used between the parts and Fig. 18 shows the default mesh.

Table 4, Material properties

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Design & Analysis of the Formula Student Trailer

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Design & Analysis of the Formula Student Trailer

Fig. 17, Contact regions (bonded)

Fig. 18, Default Mesh

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Design & Analysis of the Formula Student Trailer


7.2 Boundary conditions
In order to obtain accurate results, the mesh was refined at the points of interest. Vertical forces were applied at the contact patches of the race car tyres, which were measured to be 130 mm by 140 mm. Moreover, forces were also applied at the place where the spare wheels are stacked. The forces were calculated using the existing dimensions of the new Formula track width and wheelbase and an approximation of a weight distribution of 40% front and 60% rear. Frictionless supports were added at the axle bottom and also at the coupling. Figure 19 illustrates the forces and constraints used on the model. Figures 20, 21 and 22 show the results for stress, strain and deformation accordingly.

Fig. 19, Forces and constrains setup

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Design & Analysis of the Formula Student Trailer

Fig. 20, Stress results

Fig. 21, Strain results

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Design & Analysis of the Formula Student Trailer

Fig. 22, Deformation results

7.3 FEA with 2010 Formula


Since the trailer will be used to carry both Formulas, a test with the older Formula was also carried out. The dimensions for wheelbase and track width were measured and used to calculate the load distribution. The forces setup, stress, strain and deformation results can be seen in Figures 23, 24, 25 and 26 accordingly.

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Design & Analysis of the Formula Student Trailer

Fig. 23, 2010 formula setup

Fig. 24, 2010 formula stress results

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Design & Analysis of the Formula Student Trailer

Fig. 25, 2010 formula strain results

Fig. 26, 2010 formula deformation results

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Design & Analysis of the Formula Student Trailer

8.0 DISCUSSION
8.1 FEA Results
ANSYS Workbench was used in order to establish the safety factor and design loads. Under a static loading, the trailer frame exhibits a safety factor of 3.9 as illustrated in Fig. 27. The stress figures are 60 MPa for the new Formula and 88 MPa for the 2010 race car. This can be attributed to the fact that the trailer was designed optimally for the new Formula race car and the future Formulas, which, according to formula team members, are going to be much shorter than the 2010 one.

Fig. 27, Safety actor achieved

Moreover, the spare wheels load distribution also played a major role in determining the stress and deformation of the trailer frame. When the tyres were placed near the axle, the force acting on the frame was supported by the axle and that helped keep stress and deformation to a minimum.

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8.2 Weight
CATIA V5 was used in order to produce the solid models and drawings of the frame and cover, as well as, to estimate the weight of each component. The frame was measured at 112 kg, and the cover with its sub-frame weighed approximately 70 kg. Adding the weight of the axle and coupling, the estimated weight of the trailer is 270 kg. Therefore, the overall laden weight of the trailer with spare wheels and toolboxes does not exceed 670 kg.

8.3 Cost
A simple cost analysis has been carried out, so as to list the cost of each component of the vehicle. Some parts are not included since they can be sourced at the university workshop. Prices for enclosed car trailers range from 6,000 to 8,500 GPB. This cost analysis shows that the design proved low cost and there would be a benefit of manufacturing the trailer instead of buying one or renting a more powerful towing vehicle.

Cost Component (GBP) Coupling 130 Jockey 30 Mudguards 60 Axle 250 Winch 20 Lights 30 Steel Sections 250 Aluminium Sheets 100 Locks 10 Gas Struts 60 Total 940 Table 5, Cost

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Design & Analysis of the Formula Student Trailer 9.0 Conclusions


The design process of the trailer was fluid and iterative, thus allowing for adaptation to changes in the specifications. The concept selection was based mostly on the criterion of versatility since the selected design was able to accommodate both Formula race cars and 12 spare wheels along with extra tools and equipment. No modifications are needed in order to load the two different Formulas and their spare parts.

The weight limit of 750 kg was not exceeded, therefore resulting in improved fuel economy, ease of loading and unloading and less parking space requirements.

Cost wise, the specific design proved very economical at a fraction of the price of a retail trailer.

The safety factor used for the design was 3.9, due to the lack of suspension specifications and the inability to perform a dynamics analysis. Moreover, since the Formulas are one of a kind, emphasis was given in order to ensure their safe transport.

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Design & Analysis of the Formula Student Trailer 10.0 RECOMMENDATIONS


Further development of the project could be supported by research and improvements in the following areas:

Towed vehicle dynamics

Aerodynamic improvements

Space utilisation

Adjustable axle position

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Design & Analysis of the Formula Student Trailer LIST OF REFERENCES


Textbooks: Beermann, H. J., 1986. The Analysis of Commercial Vehicle Structures. Mechanical Engineering Publications Limited

Clausing, D., 1994. Total Quality Development, a step by step guide to world class concurrent engineering. ASME Press Cross, N., 2000. Engineering Design Methods, strategies for product design. 3rd edition. Wiley & Sons

Hurst, K., 1999. Engineering Design Principles. Arnold. Phelan, R. M., 1970. Fundamentals of Mechanical Design, 3rd Edition, McGraw-Hill Websites:

Department of transport trailer regulations: http://webarchive.nationalarchives.gov.uk/+/http://www.dft.gov.uk/pgr/roads/vehicles/ vssafety/requirementsfortrailers (Last accessed on 18/5/11

Individual Vehicle Approval: http://www.businesslink.gov.uk/bdotg/action/layer?r.s=sl&r.lc=en&topicId=108199677 5 (Last accessed on 18/5/11)

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Design & Analysis of the Formula Student Trailer Bibliography


Hales, C., 1993. Managing Engineering Design. Longman

The Engineer online Journals

Walker N, Notes on Finite Element Analysis

Pendry A., Notes on Design Processes.

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