A body that combines the good properties of a dump truck for fieldwork and the positive features of heavy-duty bodies from the construction sector would therefore be ideal. It is precisely this all-around vehicle that Fliegl created with the new TMK 266 S PROFI.

In order to be able to combine these requirements in one vehicle, Fliegl relies on extremely
high-quality material and a large loading capacity at the same time. The halfpipe body is
made of the fine-grain steel S700MC, which promises a high strength potential with
simultaneous weight savings.

The body is built on a tandem axle chassis with a painted frame and has a permissible total weight of a maximum of 22,000 kg. A hydraulically sprung towing device ensures improved driving comfort and convenient adjustment of the trailer height depending on the requirements of the towing vehicle. With the optional body side extension of 500 mm, the volume of the trailer is increased by approx. 8 m³ to approximately 33.0 m³.

The maneuverability is particularly important in the transport of heavy goods and so you
can elegantly get around every corner with the optional forced steering. The possibility of
forced steering increases driving safety considerably as the body runs smoothly behind
the tractor and can be easily controlled at any time, even when there are sudden changes
of direction or cornering.

Also to be emphasized is the better slope stability, which plays a major role, for example in gravel pits with greasy surface soil on slight hills. The Gigant Plus JUMBO axle unit which is installed as standard provides a high level of stability and a significant increase in driving comfort. In this chassis, springs are installed underneath the axles which ideally dampen vibrations and ensure that the vehicle has a low center of gravity.

Many other equipment options are waiting to be used with the all-rounder with its steely
arguments: Fliegl TMK 266 S Profi.

The post The New Fliegl Heavy-Duty Dump Body TMK 266 S PROFI appeared first on North America FarmQuip Magazine.

With a view to future emission and driving dynamics requirements, the aim is to further reduce vehicle mass and increase powertrain efficiency. Modern all-aluminum combustion engines have already reached a very high level in this respect. Major leaps in development can probably only be accomplished with alternative manufacturing processes. FEV has now highlighted its potential in the LeiMot research project.

The focus was on the cylinder heads and crankcase of a state-of-the-art, mass-produced, two-liter diesel engine. Both parts were manufactured using a selective laser powder bed fusion (LPBF) process instead of die-cast aluminum as in the past.

“This allows components to be fabricated through additive manufacturing. That is, one layer at a time based on material in powder form. In this specific instance, it was aluminum alloy AlSi10Mg, but we also considered fiber-reinforced plastics. The components produced using this method weigh around 21 percent less. At the same time, the new, installation-compatible engine parts – cylinder head and crankcase – increase the powertrain’s efficiency.”

says Ralf Bey, LeiMot project manager at FEV.

Cylinder Head Loses Mass but Retains Durability

The newly designed cylinder head alone saves 2.3 kilograms, or 22 percent of the weight compared to the original component. To accomplish that, engineers needed to reinforce certain areas, especially those subjected to high mechanical stress, because the combustion process primarily exerts bending loads, while the engine as a whole is subjected to torsional loads. The best ratio of weight reduction to rigidity is a combination of an I-beam (IPB) and an integrated, closed drawer.

“Thanks to additive manufacturing, we were able to produce the exhaust port with heat insulation, built-in using a 3-D printer. That not only heats up the exhaust after-treatment systems faster, but it also boosts the turbine inlet temperature, making the turbocharger more efficient.”

states Bey.

Crankcase reinvented

When considering the aspects of weight and rigidity of the crankcase, the decision was made to go with what is called a short-skirt design with a bedplate of aluminum. Replacing the steel bearing caps with the bedplate was made possible by the reduced friction main bearing diameters of the diesel base engine. With the redesigned crankcase, including the bedplate, the weight was lowered by 5.1 kilograms compared to the original components.

The bulkheads of the crankcase were given open, horizontal load structures reinforced by a cross-rib network inappropriate places. Additional strength is provided by two low-weight connecting tubes in the area of the balance shafts. Based on topology analyses, low-stress zones were optimized with lattice structures and hollow spaces.

The crankcase side covers now consist of fiberglass-reinforced phenolic resin, making them roughly 15 percent lighter.

Less Water Allows More Cooling

The new cross-current cooling system enables the cylinders’ temperatures to be lowered, while at the same time reducing the amount of water needed. One main difference in design is the individual cooling channels in the cylinder head, which replace the large-volume cooling jacket. They decrease the temperatures in the combustion chamber plate by as much as 40 percent. Despite using 40 percent less coolant, the temperatures of the walls were reduced significantly compared to the reference engine. As a result, both the warm-up phase after a cold start was shortened and the power needed to run the water pump was lowered.

Advancements in Oil Circulation Reduce Pressure Loss

Advancements in oil circulation lead to additional advantages during cold starts and in normal operation. The measures aimed at optimization also include a new approach to route the related hoses, with gentle curves instead of sharp redirection, and changes in diameters. Altogether, the approach reduced the amount of pressure loss in the cylinder head and crankcase by 22 percent. A reversed siphon prevents oil from running off when standing still. This keeps the appropriate oil pressure for operating the valves available more quickly once the engine is started. Hollowed bulkheads provide for return oil circulation.

“Additive” Teamwork

Germany’s Federal Ministry for Economy and Energy is funding the LeiMot research project. FEV is leading the dedicated consortium consisting of a renowned automobile manufacturer, research institutions, universities of applied sciences, development service providers, equipment manufacturers, and automotive suppliers. Their common goal is to enable even conventional production methods to benefit increasingly from the opportunities afforded by additive manufacturing – far beyond the example of the engine described.

Source: FEV

The post FEV Lightweight Engine Boosts Efficiency and Helps Reducing CO2 Emissions appeared first on North America FarmQuip Magazine.