How to build an Air bagged trailer 1.4
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- เผยแพร่เมื่อ 14 พ.ค. 2024
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Take a look at this, it has our latest modified air valve control system, now has 6 channels, All up, All down, left up and down, and right up and down for dealing with uneven loads.
This trailer can carry 3500kgs.
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Wisely fabricated! I have this sudden desire to build one of these!😎😳😎 Am I alone?!
Go build one, ask me for advice and what we do, I'll help. I don't need to build or own the airbag trailer space.. clear a apsce and get started..
Wow, the rules you stated are 🤯🤯
In the States, we can have up to 102" (2.59M) and what it's for and when you use it doesn't matter.
Anything over 102" requires a permit and could require pilot and chase cars.
I just bought a tohaco trailer. Love the airsuspention it drives like a dream. Love how quick it pumps up even with a heavy load. I can see why you like them. Idk how long this one takes to pump it up again but i really love the 5sec raise. Its all EU spec. I would like to try that trailer of yours but its not legal in europe. The tohaco has all the airtanks beneath the bottom in the front. No need of draining it bc of the airdryer. Also the tahaco has a standard (eu) 13pin plug and gets charged via the car. It also has a electric level system that makes it always at the right hight automatically, it even ajusts while driving. Really love it. Also the compressor is running while driving so you dont even here it😅. Maybe you can ajust it too yours aswell😊 keep up the good work
Well done video!
very beautiful work again guys
Thank you! Cheers!
nice trailer! I like the airbag system. I think I would want to make some kind of cover to keep the sun off of the airbags so they don't deteriorate with the UV rays.
The bags are just like tires - we have had no problems with perishing due to UV and New Zealand has some of the highest UV levels in the world
Very nice well built trailers 👌
thanks.. the next one is very cool. photos and video in a week or so.
I would think a removable enclosed trailer top might be particularly convienant. BC, who needs to know what you are hauling anyhow?
Muito bem construido! Parabéns! Ótimo painel de controle também. A única coisa que me impressionou foi o "uso específico" do trailer. Não pode carregar uma moto??? Isso sim é liberdade!!! Eu tenho um trailer com as mesmas dimensões aqui no Brasil e carrego o que eu quero. Fiz minha mudança de uma cidade para outra com ele inclusive. Sem levar nenhuma multa por isso.
Thanks, no fines is always good right :-)
There's a lot to like about this trailer, but I do have to say that you all have some strange rules to follow.
Awesome video and explanations. Call me old-fashioned but I would love eto se A frame deeper in the chassis.
hey, despot :-). thanks for your view and response. We did quite a bit of work with Callahan Innovation and some clever Cad software. it turns out, contrary to popular belief, that a well-structured butt joint correctly weld prepped is as strong as a long run through the front deck piece.
The other reason for terminating in front of that front part is that we run all the services through the chassis SHS and if we were to run the A-frame as you have suggested we would still have to cut holes in it to get the airlines and wiring past it into the box and the other side. But we know where you are coming from and appreciate your feedback.
Nothing wrong with being old fashioned and we hear that same comment a lot. However, a correctly welded steel section is no less prone to collapse or failure than a full lenght if the section is properly calculated and engineered. We use Design Capacity Tables for Structural Steel Hollow Section calculations and have never seen cracking on the galve. We take the view that we might be introducing a structural discontinuity perpendicular to the bending moment, however, it might not be significantly weaker or it might even be stronger depending on the thickness of the RHS wall.
Most failures on towing A frames appear to be related to materials design shortfalls. i.e using incorrectly sized section which would have failed at the bending moment regardless of a butt weld and exacerbated by the heat stress around the weld causing premature loss of tensile strength at the weld edge. But yes. a long run is give confidence. The main reason for us building in the was it that it allows the trailer to be lowered to the ground over its entire lenght and for some applications this is a requirement and doing this we can run with a single design. Thanks for your comments.
Hi and thanks for the comment, old fashioned is good, however, we have done many tests, and asked smart people to do calculations for us and all of them come back with the same result, this is a safe option, the rails are 5mm box, they are also fishplates and gussets inside the inner frame and the weight is supported evenly across the axles.
We will never convince some folks, and that's ok but we did really did a lot of proper engineering calculations to make sure we have no failures at this point in the build, well in any of the builds but this one was important.
You guys from New Zealand? Which suburb? How much for a single or double air bag kits?
love the idea of these trailers. Does the trailer have a safety mechanism to prevent it from dropping to the ground while driving it with your nice car loaded up in the event of a bag failure, line blowing, etc?
At this time, we do not have a mechanism in place to prevent the trailer from lowering itself in the event of an airbag failure. However, similar to a flat tire or broken spring in a traditional trailer, repairs will need to be made. It is worth noting that over the three years we have been building these trailers, we have not experienced an airbag failure.
We could easily install a tap in each airbag airline, which could be turned off and the trailer pumped back up on the remaining three bags. This would be an additional cost, but we receive this question frequently, so we may consider installing taps on the current build, which is our training video build. Our training video will be released as an online 8-week DIY build course. If you are subscribed, you will be notified when it is available. We will demonstrate a loaded trailer with a punctured bag so that you can see that it is not a violent explosion. We have had very slow leaks in the connection occasionally, but they go down over many days and are easily fixed.
I hope this helps. Let me know if you have any other questions.
@@ultimatemanshed thanks. there's another company making a similar design trailer that has some sort of safety locks, but i've yet to see how they function. my thoughts would be that it would eliminate the functionality of the airbags as suspension and make it a rigid trailer, but it apparently doesn't. still trying to find a design that incorporates this. I'm actually wanting to build one of these myself since i have the tools and know how. thanks for the reply.
Very nice! Where can I buy one??
Can I buy just the axle kits? Would need shipped to USA
Show your suspension and how it’s work !
I wonder how much is the kit?
Is the use of dual safety chains not a normal thing in NZ? Coming from the US I'm surprised to hear someone in the trailer business saying they weren't sure why you'd cross them over. Someone new to towing, sure, but not someone building and selling trailers.
And yes, it is to catch the tongue and prevent it from dragging on the ground while also keeping the semi-detached trailer more controllable.
Thanks Sean, it's always useful to hear other people's opinions, also not many people know how to use them or their true purpose. I often make these comments in order to garner a response as quite often people will read comments and pick up valuable information and it appears to sink in more. Of course you are correct and the primary purpose is to catch the tongue. However, not all weights of trailers require them in NZ and the documents available are sometimes confusing to most readers. Thank you for your comments.
@@ultimatemanshed interesting to note the chain holes were in the tongue itself. In Australia they are always on the towbar, so if the removeable hitch comes out or breaks, or the trailer pops off, or the towball breaks, then there's a connection from trailer to towcar.
Do you build the kits yet? Would you build/sell a suspension kit without the trailer frame for delivery to the United States?
We have just started designing the minimum spec for a kit, ill publish more later this month..
can't imagine living somewhere where people can tell me what to do with my own property 🙄🤦🏻♂️ that's not to say that all parts of the states are like where i live either but where i live we just do what we want
You can't drive into a mall with your car .....😂
Do you export to Australia?
We have not exported to anyplace yet, we are ready willing, and able but the cost of freight has not been calculated. What region or closest port are you and ill make some calls.
@@ultimatemanshed Melbourne
What is payload on trailer
The weights of our trailers are determined by the design specifications provided by each individual client. Our range of trailers includes a light-duty model weighing in at 575 kilograms, with a maximum carrying capacity of 2000 kilograms. On the heavier end of our spectrum, we offer a trailer constructed from 5mm 100x70m RHS, weighing in at 645 kilograms when empty, with a maximum carrying capacity of 3000 kilograms. Within New Zealand, single axle braking systems are permissible for trailers under 3000 kilograms. For trailers exceeding this weight, dual brakes are fitted, with operation facilitated by an electric brake controller. Hydraulic brake systems are also available, depending on customer preference.
Bonjour savoir si vos remorques sont homologué pour l EU et savoir le prix pour pouvoir y accéder
Bonjour, nous n'avons pas d'homologation pour l'UE, mais je suis sûr que cela peut être fait facilement car les remorques ne sont pas difficiles et il n'y a pas de crash test. En NZD$22,000
@@ultimatemanshed est ce possible d acheter les pièces et avoir les plans de montages pour construire à partir d un châssis de modèle européen et savoir si les pièces air bague peuvent être en conformité avec l UE
Is this allowed in US?
Hi, thanks for your interest, it is very difficult for us to comment on USA regulations for these trials, there are so many rules that differ between the states and regional rules and the
The National Highway Traffic Safety Administration (NHTSA) that is part of the Department of Transportation (DOT) They also consider the tow vehicle and use etc.
However, saying that there are many home-built trailers allowed as long as you are not selling them commercially and the rules appear to allow a wide range of options, again state rules apply. Be prepared for the cost of an inspection, titling and insurance. Some states might require this documentation to be notarized. Sorry, I can't help more than that.
I hear your kiwi accent . I am interested in a trailer as I load a tractor for grass slashing. Reply to me
We can either supply a fully built trailer, just a frame, parts, or even some advice.. where are you based or send an email to alan@pwj.co.nz
Price please
Price delivered to where?
The drawbar is only welded to a cross-section box steel instead of going under and further back under the front of the trailer just like caravans. This method is pathetic.A fail in the makings.
Well, Robert, we have built many of these trailers and spent many years in the engineering business, the following are my thoughts. I think it is pathetic that some would cast such aspersions upon another man's work without having the full knowledge to hand to make viable judgement :-)
When designing and fabricating a trailer, the method of attaching the drawbar to the main body, particularly the front cross member, is crucial for both structural integrity and safety. The choice between welding the drawbar underneath the front cross member versus onto the cross member is often debated. However, with properly calculated material thickness and the correct welding techniques, welding the drawbar onto the front cross member can be just as effective, safe, and reliable as welding it underneath. Here are several key considerations that outline why the on-top welding approach is not necessarily inferior:
1. **Stress Distribution**: When a drawbar is welded onto the top of the front cross member, the design can distribute stress over a wider area, especially if the welds are done correctly and the material is of appropriate thickness and quality. This can mitigate the risk of stress concentration, which is a common concern with under-welding, where the load is more localized and can lead to fatigue and failure over time.
2. **Material Thickness and Quality**: With the right choice of material and thickness, the strength of the joint can be ensured. High-quality steel with the correct thickness, taking into account the expected load and usage conditions of the trailer, can create a bond that is just as strong and durable as any under-welded joint. Advanced materials and fabrication techniques allow engineers to create strong, resilient welds that meet or exceed the performance of traditional methods.
3. **Advanced Welding Techniques**: Modern welding techniques, such as Gas Metal Arc Welding (GMAW) or Gas Tungsten Arc Welding (GTAW), offer high precision and penetration, creating strong, reliable welds. When executed correctly by certified professionals, these welding techniques ensure that the joint's integrity is maintained, irrespective of whether the weld is on top or underneath the cross member. We have at our disposal both welders plus a 3Kw three-phase Laser welder.
4. **Engineering Design and Analysis**: Through advanced engineering analysis, including stress simulation and load distribution studies, the design can be optimized to ensure that the top-welded drawbar meets all necessary safety and performance standards. This includes considering factors like dynamic loads, vibration, and long-term fatigue. I hope you understand these things, Robert.
5. **Accessibility and Inspection**: Welding the drawbar onto the cross member can offer better accessibility for inspection and maintenance. It's easier to inspect the quality of the weld and address any issues that might arise over the lifetime of the trailer. I am sure you took this into consideration when calling our technique pathetic.
6. **Customization and Retrofitting**: For certain custom applications or retrofitting projects, welding the drawbar on top of the cross member might offer more flexibility in design and utilization of space, allowing for additional attachments or modifications that might not be possible with under-welding.
7. **Compliance with Standards**: Provided that the design and fabrication comply with relevant standards and codes (such as AWS, ASME, or ISO), and that the welding is performed by certified welders, a top-welded drawbar can be fully compliant with industry norms and safety requirements.
In conclusion, the misconception that welding a trailer drawbar onto the front cross member is inferior to welding it underneath is not supported when modern engineering practices, materials, and welding techniques are employed. Each method has its own set of advantages, and the choice should be based on a comprehensive analysis of the specific application, load requirements, and operational conditions, ensuring that the final fabrication meets all safety and performance standards. Far be it for me to judge another man's ability, understanding of engineering principles or even his welding comprehension... perhaps you are right and I am just a pathetic fabricator... I am so pleased you were here to point out the error of our ways.
Alan